SUPERVISION OF THE PREPARATION PHASES FOR OPERATION OF A THERMAL POWER ENGINE OF A HYBRID VEHICLE POWER ENGINE

Abstract

A method is implemented in a vehicle comprising a thermal engine coupled to a coupling device, and an electric engine capable of supplying torque to the thermal engine when the coupling device is closed. This method includes a step (10-50) in which, when a preparation phase of the thermal engine begins, a first time delay of a first duration is triggered, and if, upon expiration of this first duration, the preparation phase has not been successful, it is interrupted and any start of a new preparation phase is prevented for a second duration. Figure 3

Description

Title of the invention: SUPERVISION OF THE PREPARATION PHASES FOR OPERATION OF A THERMAL ENGINE OF A HYBRID VEHICLE POWER ENGINE Technical field of the invention

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

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

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

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

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

[0006] It has therefore been proposed to carry out a pre-operational phase for the internal combustion engine so that it can very quickly provide the engine torque needed to move the vehicle when necessary. It should be noted that this need may arise either because the electric engine is already running and providing insufficient second engine torque to move the vehicle, or because the electric engine is not yet running and therefore the vehicle is not yet in a rolling phase.

[0007] Such a preparation phase is intended to place the pumps of the fuel supply circuit and oil supply circuit at respective internal pressures which are high enough so that the thermal engine can very quickly provide the required engine torque.

[0008] It has been observed that the duration of the preparation phase can sometimes be relatively long. However, the longer this duration, the more it delays the moment when it can be declared internally that the GMP is fully "active" (and therefore capable of fulfilling the driver's wishes), which can be inconvenient or disruptive for some drivers.

[0009] Furthermore, when the preparation phase is carried out during an electric driving phase of the vehicle, the electric drive unit, the coupling device ensuring the coupling between the electric drive unit and the internal combustion engine, and each clutch associated with the gearbox are controlled in such a way as to provide at least some engine torque to the wheels. However, the longer the duration of the preparation phase, the more the powertrain produces shocks and / or jolts and / or experiences losses or reductions in the engine torque supplied to the wheels, which may lead the driver to believe that their vehicle is malfunctioning or about to break down.

[0010] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0011] In particular, it proposes for this purpose a monitoring method intended to be implemented in a vehicle comprising a powertrain (or powertrain) including:

[0012] - a thermal engine coupled to a coupling device that can be at less partially closed, and

[0013] - an electric drive machine suitable for supplying motor torque to the machine thermal engine when the coupling device is at least partially closed.

[0014] This supervision method is characterized by the fact that it includes a step in which, when a preparation phase of the thermal engine begins, a first time delay of a first duration is triggered, and if at the expiry of this first duration this preparation phase has not succeeded, the latter is interrupted and any start of a new preparation phase is prohibited for a second duration.

[0015] Thanks to the invention, it is forbidden for the preparation phase in progress to be too long and for a new preparation phase to be started during the second period, which makes it possible to avoid making the driver wait too long, and, during an electric driving phase of the vehicle, to prevent the number of shocks and / or jolts and / or losses or reductions of the motor torque supplied to the wheels from worrying the driver.

[0016] The monitoring method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0017] - in its step, at the expiration of the first duration, one can increment by one unit a current value of a counter, and either we can allow a new preparation phase to start at the expiration of the second duration when the current incremented value is less than a chosen threshold, or we can immediately prohibit any start of a new preparation phase during an entire ongoing driving cycle of the vehicle when the current incremented value is equal to this chosen threshold;

[0018] - in its stage, the first duration may be a function of an ongoing life situation of the vehicle, chosen from a pre-driving phase and a driving phase;

[0019] - in its step, the second duration may be strictly greater than the first duration ;

[0020] - in its step, the first duration and / or the second duration may be chosen depending on the current temperature of a chosen liquid circulating in the thermal engine and / or the current temperature outside the vehicle;

[0021] - in its stage, when a start-up of the thermal engine is required during a flow of the second duration, this start-up can be allowed and this flow can be interrupted;

[0022] - in the presence of the first and last options, in its step, in case of authorization Due to the start and interruption of the flow, it may not be possible to reset the current value of the counter.

[0023] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a supervision method of the type presented above, in a vehicle comprising a powertrain (or PWM) comprising, on the one hand, a thermal engine coupled to a coupling device which can be at least partially closed, and, on the other hand, an electric motor suitable for supplying motor torque to the thermal engine when the coupling device is at least partially closed, to supervise phases of preparation of the thermal engine to operate.

[0024] The invention also proposes a control device for equipping a vehicle comprising a powertrain (or powertrain) including:

[0025] - a thermal engine coupled to a coupling device that can be at less partially closed, and

[0026] - an electric drive machine suitable for supplying motor torque to the machine thermal engine when the coupling device is at least partially closed.

[0027] This control device is characterized by the fact that it includes at least one processor and at least one memory arranged to perform the operations consisting, when a phase of preparation for operation of the thermal engine begins, of triggering a first time delay of a first duration, and if at the expiry of this first duration this preparation phase has not succeeded, of triggering an interruption of the latter and a prohibition of starting any new preparation phase for a second duration.

[0028] The invention also proposes a vehicle, possibly of the automobile type, comprising:

[0029] - a powertrain (or PMT) comprising, on the one hand, a driving machine thermal engine coupled to a coupling device that can be at least partially closed, and, on the other hand, an electric drive machine capable of supplying motor torque to the thermal drive machine when the coupling device is at least partially closed, and

[0030] - a monitoring device of the type presented above. Brief description of the figures

[0031] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0032] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a supervisory device according to the invention, and a transmission chain with automated gearbox and hybrid powertrain and associated with a supervisory computer,

[0033] [Fig.2] schematically and functionally illustrates an example of an embodiment of a supervisory computer comprising an example of an embodiment of a supervisory device according to the invention, and

[0034] [Fig.3] schematically illustrates an example of an algorithm implementing a supervision method according to the invention. Detailed description of the invention

[0035] The invention aims in particular to propose a method of supervision, and an associated DS supervision device, intended to allow supervision of the preparation phases for operation of the MMT thermal engine of a hybrid powertrain (or GMP) of a vehicle V.

[0036] 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]. However, 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 hybrid powertrain (and therefore comprising at least one internal combustion engine and at least one electric motor) and implementing phases for preparing the internal combustion engine for operation.

[0037] 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 at least one rechargeable (or non-rechargeable) BP battery, referred to as the main (or traction or power) battery. However, it could also be associated with a fuel cell (for example, a hydrogen fuel cell).

[0038] In addition, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0039] A (land) vehicle V comprising a hybrid (thermal and electric) powertrain and automated gearbox, a CS supervision computer, a BS service battery, a rechargeable main (or traction or power) battery BP (here), a CV converter, and a DS supervision device according to the invention, is schematically represented in [Fig.1].

[0040] The auxiliary battery BS is responsible for supplying electrical power to an on-board electrical system of the vehicle V, supplementing that supplied by the CV converter, which is powered by the main battery BP via a main electrical circuit, and sometimes replacing this CV converter. For example, this auxiliary battery BS may be configured as a very low voltage type battery (typically 12 V or 24 V). It is (here) rechargeable at least by the CV converter. In the following, for the sake of non-limiting example, the auxiliary battery BS is considered to be a 12 V lead-acid type.

[0041] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0042] The main electrical circuit (or "high voltage" or "power" circuit) is connected, on the one hand, to the main battery BP via an interface device, and, on the other hand, to electronic equipment, such as the CV converter and the electric drive machine MME. It may also optionally allow the main battery BP to be recharged by an external power source temporarily connected to the vehicle V.

[0043] 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.

[0044] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0045] 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.

[0046] 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".

[0047] Furthermore, the MMT thermal engine is designed to be coupled to a primary shaft, referred to as the main shaft APP, of the gearbox BV, via at least the first coupling device DC1. This latter (DC1) is designed to deliver torque derived 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 open) and therefore when it couple the thermal engine MMT to the gearbox BV (and more precisely to a clutch Ej associated with a primary (secondary) shaft APSj of the latter (BV)).

[0048] 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).

[0049] For example, the first coupling device DC1 could be a hydraulic circuit clutch. But it could be of another type.

[0050] 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.

[0051] Although not shown in [Fig. 1], the MMT internal combustion engine is also coupled to a fuel supply circuit and an oil supply circuit, and is adapted to vary the first and second internal pressures of these fuel and oil supply circuits, respectively. For this purpose, the fuel supply circuit includes an electric pump located on the cylinder head of the MMT internal combustion engine and driven by one of its camshafts, and the oil supply circuit includes an oil pump driven by the valve train of the MMT internal combustion engine.

[0052] It should be noted that in the example illustrated, but not limited to, in [Fig. 1], the crankshaft of the MMT internal combustion engine is also coupled to a belt, which is itself coupled to a starter-alternator AD that is electrically powered by the auxiliary battery BS (and which can also recharge the latter (BS)). Thus, the starter-alternator AD can supply torque to the belt, which can then supply this torque to the crankshaft to start the MMT internal combustion engine. The MMT internal combustion engine can also be started by the MME electric motor when the first coupling device DC1 is at least partially closed.

[0053] In one variant, the AD alternator-starter can be powered by the main battery BP.

[0054] The electric drive machine MME is capable, when supplied with electrical energy by the main battery BP, of operating according to a second regime r2 to provide a second motor torque cm2 defined by an electrical torque setpoint, here for the drive wheels of the vehicle V. For example, the electrical torque setpoint can be determined by the supervisory computer CS.

[0055] Furthermore, this electric drive machine MME is coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the shaft The primary APP of the gearbox BV supplies it with the second motor torque cm2 it produces. The electric locomotive MME thus provides the second motor torque cm2 it produces for the train Tl and / or for the thermal locomotive MMT.

[0056] 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 BP associated with the electric drive unit MME. However, recovery can also be performed on a portion of the initial motor torque cml supplied by the internal combustion engine MMT.

[0057] The operation of the electric motor machine MME is controlled by an electric machine computer CME, and supervised by the supervisory computer CS.

[0058] 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).

[0059] It will be understood that when the first coupling device DC1 is at least partially closed, the internal combustion engine MMT is running (and therefore provides a first motor torque cm1), and the gearbox BV is coupled to the transmission shaft AT, the first coupling device DC1 delivers a torque which is added to any second motor torque cm2 provided, upstream of the gearbox BV, by the electric motor MME when it is supplied with electrical energy (here) by the main battery BP. When the first coupling device DC1 is fully open, only the electric motor MME can provide a second motor torque cm2 upstream of the gearbox BV during a purely electric driving phase.When the first coupling device DC1 is at least partially closed, the thermal power machine MMT is not in operation, and the gearbox BV is uncoupled from the transmission shaft AT, the electric power machine MME can, when supplied with electrical energy (here) by the main battery BP, provide a second motor torque cm2 which can drive the thermal power machine MMT via the first coupling device DC1.

[0060] It should be noted that the electric machine computer (CME), or the supervisory computer (CS), can be configured to start and control the execution of pre-operational phases of the MMT internal combustion engine. As indicated in the introduction, each pre-operational phase is intended to bring the fuel supply and oil supply pumps, coupled to the MMT internal combustion engine, to their respective internal pressures. which are greater than chosen thresholds so that the MMT thermal drive machine is able to very quickly provide the required initial motor torque cm1. For example, to carry out the preparation phase, at least part of the second motor torque cm2, which is provided by the MME electric drive machine, can be used to rotate the MMT thermal drive machine via the first DC2 coupling device, to operate the aforementioned pumps (without starting the MMT thermal drive machine).

[0061] For example, the main (or traction or power) battery BP can be of the cellular type. In this case, it comprises electrical energy storage cells, possibly electrochemical (such as lithium-ion (or Li-ion) or Ni-MH or Ni-Cd cells). Also, for example, this main battery BP can be of the 450 V type. However, this is not mandatory. It could alternatively be of the 48 V or 600 V type, for example.

[0062] 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.

[0063] 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) 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)).

[0064] 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.

[0065] When the gearbox BV receives at input a total torque cml + cm2 (on a primary / secondary shaft APSj associated with the clutch Ej in use (and therefore in its closed or sliding state)), and it has a gear engaged (chosen (among all its ratios), it delivers on its output (and therefore here to the AT transmission shaft) an output torque (here for the drive wheels of the front axle Tl).

[0066] It should be noted that in an alternative embodiment the gearbox BV could include only one clutch associated with a single primary secondary shaft.

[0067] The operation of the BV gearbox is controlled by a CB gearbox computer, and supervised by the CS supervision computer.

[0068] As mentioned above, the invention notably proposes a monitoring method for enabling the supervision of the pre-operational preparation phases of the MMT internal combustion engine. It will be understood that a request to carry out a preparation phase can be made either when the MME electric drive is already running and providing a second motor torque cm2 to move the vehicle V, or when the MME electric drive is not yet running (powertrain start-up phase).

[0069] This (supervisory) method can be implemented at least partially by the DS supervisory 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 supervisory 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.

[0070] 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.

[0071] In the example illustrated, but not limited to, in Figures 1 and 2, the DS supervisory device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DS supervisory device could comprise its own dedicated computer, which could then be coupled to the CS supervisory computer, or it could be part of another computer embedded in the vehicle V and performing at least one other function, for example.

[0072] As illustrated non-limitingly in [Fig.3], the (supervision) method according to the invention includes a step 10-50 which is implemented whenever two conditions are simultaneously verified, namely the vehicle V is awakened and a preparation phase for operation of the MMT thermal engine begins (and therefore it is not expected that the MMT thermal engine will provide the first engine torque cml very soon).

[0073] In step 10-50 of the process, when the two aforementioned conditions are verified (and therefore a preparation phase begins), a first time delay of a first duration dl is triggered in a sub-step 10 (for example, the DS supervision device).

[0074] Step 10-50 of the process also includes a substep 20 in which, if at the expiry of the first time d1 the preparation phase has not succeeded (or is not yet completed, whatever the cause), this last phase is interrupted (for example the supervisory device DS triggers a prohibition of) and any start of a new preparation phase is prohibited (for example the supervisory device DS triggers a prohibition of) for a second time d2.

[0075] It will be understood that during a pre-driving phase (powertrain activation phase), the decision to interrupt the preparation phase is considered internally as the fact that the powertrain is fully active (and therefore capable of fulfilling the driver's command). For example, this fact can be signaled to the driver by the illumination of an indicator light (possibly dedicated to powertrain preparation) on vehicle V (e.g., the instrument panel) and / or by the generation of at least one message. In the case of a message, this could be a text message displayed on at least one EA screen of vehicle V (e.g., the instrument panel or a central instrument cluster) or on the screen of the driver's smartphone and / or an audible message broadcast by at least one speaker of vehicle V or of that smartphone.

[0076] It will also be understood that during an electric driving phase (or cycle) the decision to interrupt the preparation phase is considered internally as the authorization to reallocate all the power and all the second motor torque cm2 for the driving of the vehicle V.

[0077] In both of the aforementioned situations (or life phases), the driver can (again) fully enjoy his GMP.

[0078] Furthermore, it should be noted that in a land vehicle V the driver can signal his desire to accelerate by pressing the accelerator pedal PA (or similar) more or less, then the percentage of pressing is used to define a torque request (driver) from which, for example, the supervisory computer CS can determine the torque that must be received by the primary secondary shaft APSj to satisfy the desire to accelerate.

[0079] Thus, not only is it prevented from the current preparation phase becoming too long (here exceeding the first duration dl) by interrupting it, but it is also prevented from starting a new preparation phase during the second duration d2, because it is considered that there is potentially a problem in progress and therefore it is pointless to immediately restart a new preparation phase. This allows advantageously avoid making the driver wait too long (since the GMP is considered to be totally active from the expiry of the first duration dl), and, during an electric driving phase of the vehicle V, avoid the number of shocks and / or jolts and / or losses or reductions of the second motor torque cm2 supplied to the wheels worrying(s) the driver.

[0080] In order to know when the second duration d2 has elapsed, one (for example the DS supervision device) can trigger a second timer of this second duration d2, for example.

[0081] Also, for example, step 10-50 of the process may also include a substep 30 in which, at the expiration of the first duration dl, one (for example, the supervisory device DS) can increment by one unit a current value vec(t) of a counter. Then, and as illustrated non-limitingly in [Fig. 3], step 10-50 of the process may also include a substep 40 in which one (for example, the supervisory device DS) compares the current incremented value vec(t+l), equal to vec(t) + 1, to a chosen threshold sc.Then, either we (for example the DS supervision device) allow a new preparation phase to start at the end of the second duration d2 when the current incremented value vec(t+l) is less than a chosen threshold sc (i.e. vec(t+l) < sc), and therefore we return to perform substep 10, or in a substep 50 of step 10-50 we prohibit (for example the DS supervision device triggers the prohibition of) immediately any start of a new preparation phase during the entire current driving cycle of the vehicle V when this current incremented value vec(t+l) is equal to the chosen threshold sc (i.e. vec(t+l) = sc). .

[0082] It will be understood that the counter is intended to count the number of successive times the preparation phase has failed, and therefore that a number of failures equal to the chosen threshold sc minus one (i.e., vec(t+l) = sc - 1) is permitted. As soon as this number of times the preparation phase has failed becomes equal to the chosen threshold sc (i.e., vec(t+l) = sc), a genuine problem is considered to be occurring, and therefore no further preparation phases should be attempted until the end of the current driving cycle of vehicle V. Preferably, at the beginning of the following driving cycle, the current value vec of the counter is reset to zero.

[0083] Also, for example, in substep 40 the chosen threshold sc can be between 3 and 5. By way of illustration, this threshold sc can be equal to 3. But other values ​​of threshold sc can be used. For example, this threshold sc can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0084] Also, for example, in substep 10 of step 10-50, the first duration dl can be a function of an ongoing life situation of the vehicle V, which is chosen from a pre-driving phase (during the activation of the powertrain) and a phase (or a cycle) of running. Alternatively or in addition, the first duration dl can be chosen according to the current temperature of a chosen liquid circulating in the thermal engine MMT and / or the current temperature outside the vehicle V. For example, this liquid can be the engine oil or the water circulating in the cooling circuit.

[0085] Also, for example, the first duration dl can be between 300 ms and 800 ms. As an illustrative example, when the first duration dl is predefined (and not variable), it can be equal to 500 ms. But other values ​​for the first duration dl can be used. For example, this first duration dl can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0086] Also, for example, in substep 20 of step 10-50, the second duration d2 can be strictly greater than the first duration dl (i.e., d2 > dl). This makes it possible to limit the time of powertrain activation and the time of extraction of the second torque cm2 intended for the wheels.

[0087] Also, for example, in substep 20 of step 10-50 the second duration d2 can, possibly like the first duration dl, be chosen according to the current temperature of a chosen liquid circulating in the thermal engine MMT and / or the current temperature outside the vehicle V. For example, this liquid can be the engine oil or the water circulating in the cooling circuit.

[0088] Also, for example, the second duration d2 can, for instance, be between 1 minute and 10 minutes. As an illustrative example, when the second duration d2 is predefined (and not variable), it can be equal to 5 minutes. But other values ​​for the second duration d2 can be used. For example, this second duration d2 can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0089] Also, for example, in substep 20 of step 10-50, when a start of the MMT internal combustion engine is required during a flow of the second duration d2 (for example, due to a sudden significant depress of the accelerator pedal PA or because the level of electrical energy stored in the main battery BP is no longer sufficient to ensure electric driving), this start can be authorized (for example, by the DS supervisory device), and this flow of the second duration d2 can be interrupted (for example, by the DS supervisory device). The counter dedicated to the flow of the second duration d2 is then reset to zero and the MMT internal combustion engine is started (of course, without a prior preparation phase, which will slightly increase the time required for this start, but without affecting the MMT's ability to start and provide the first torque cml).

[0090] Also, for example, in substep 20 of step 10-50, in step 10-50, in the event of authorization to start and interrupt the flow, it may not Reset the current value vec(t) of the counter. Indeed, the (possible) problem that caused the current prohibition of carrying out a new preparation phase has probably not disappeared, and therefore if the operation of the MMT thermal power unit is stopped and a new first duration dl elapses entirely, it is preferable to restart with the last current value vec(t) of the counter.

[0091] It will also be noted, as illustrated non-limitingly in [Fig.2], that the CS supervisory computer (or the DS supervisory device computer) may also include a MEM mass memory, in particular to store any information representative of the current life situation of the vehicle V (pre-driving phase or driving phase), any current temperature of the chosen liquid circulating in the MMT thermal engine and any current temperature outside the vehicle V, as well as any intermediate data involved in all its calculations and processing.Furthermore, this CS supervisory computer (or the DS supervisory device computer) may also include an IE input interface to receive information indicating that a preparation phase is required (or is beginning), any information indicating that a start-up of the MMT thermal engine is required, any information representing the current life situation of the vehicle V (pre-driving phase or driving phase), any current temperature of the chosen fluid circulating in the MMT thermal engine and any current temperature outside the vehicle V, to use them in calculations or processing, possibly after having shaped and / or demodulated and / or amplified them, in a manner known per se, by means of a PR2 digital signal processor.In addition, this CS supervisory computer (or the DS supervisory device computer) can also include an IS output interface, in particular to deliver each message or order prohibiting the start of a new preparation phase (during the entire second duration d2 or a running running cycle), each message or order to start a new preparation phase, and each possible message authorizing the start of the MMT thermal power unit.

[0092] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for implementing the supervision process described above to supervise in the vehicle V the phases of preparation of the MMT thermal engine to operate.

Claims

Demands

1. A method of supervision for a vehicle (V) comprising a powertrain including i) a thermal engine (TEM) coupled to a coupling device (DC1) which can be at least partially closed, and ii) an electric motor (EM) suitable for supplying motor torque to said thermal engine (TEM) when said coupling device (DC1) is at least partially closed, characterized in that it includes a step (10-50) in which, when a preparation phase of said thermal engine (TEM) begins, a first time delay of a first duration is triggered, and if at the expiry of said first duration said preparation phase has not succeeded, the latter is interrupted and any start of a new preparation phase is prohibited for a second duration.

2. A method according to claim 1, characterized in that in said step (10-50), at the expiry of said first time, a current value of a counter is incremented by one unit, and either a new preparation phase is allowed to start at the expiry of said second time when said incremented current value is less than a chosen threshold, or any start of a new preparation phase is immediately prohibited during an entire running cycle of said vehicle (V) when said incremented current value is equal to said chosen threshold.

3. Method according to claim 1 or 2, characterized in that in said step (10-50) said first duration is a function of an ongoing life situation of said vehicle (V), chosen from a pre-driving phase and a driving phase.

4. A method according to any one of claims 1 to 3, characterized in that in said step (10-50) said second duration is strictly greater than said first duration.

5. A method according to any one of claims 1 to 4, characterized in that in said step (10-50) said first duration and / or said second duration is / are chosen as a function of a current temperature of a chosen liquid circulating in said thermal engine (TEM) and / or a current temperature outside said vehicle (V).

6. A method according to any one of claims 1 to 5, characterized in that in said step (10-50), when a start of said thermal engine (TEM) is required during a flow of said second duration, said start is allowed and said flow is interrupted.

7. Method according to the combination of claims 2 and 6, characterized in that in said step (10-50), in the event of authorization of said start and interruption of said flow, said current value of the counter is not reset to zero.

8. Product computer program comprising an instruction set which, when executed by processing means, is suitable for implementing the supervision method according to any one of claims 1 to 7, in a vehicle (V) comprising a powertrain including i) a thermal engine (TEM) coupled to a coupling device (DC1) which can be at least partially closed, and ii) an electric drive machine (EDM) suitable for supplying motor torque to said thermal engine (TEM) when said coupling device (DC1) is at least partially closed, to supervise preparation phases of said thermal engine (TEM) for operation.

9. Supervisory device (SD) for a vehicle (V) comprising a powertrain including i) a thermal engine (TEM) coupled to a coupling device (DC1) which can be at least partially closed, and ii) an electric motor (EM) capable of supplying motor torque to said thermal engine (TEM) when said coupling device (DC1) is at least partially closed, characterized in that it includes at least one processor (PR1) and at least one memory (MD) arranged to perform the operations of, when a preparation phase of said thermal engine (TEM) begins, triggering a first time delay of a first duration, and if at the expiry of said first duration said preparation phase has not succeeded, triggering an interruption of the latter and a prohibition of starting any new preparation phase for a second duration.

10. Vehicle (V) comprising a powertrain including i) a heat engine (HEI) coupled to a device coupling (DC1) which can be at least partially closed, and ii) an electric drive machine (EDM) capable of supplying motor torque to said thermal drive machine (TDM) when said coupling device (DC1) is at least partially closed, characterized in that it further comprises a supervisory device (SD) according to claim 9.

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