FUNCTIONAL CHECK OF A HEATING DEVICE FOR AN EXHAUST LINE CATALYTIC CONVERTER IN A HYBRID POWERTRAIN VEHICLE

Abstract

A control method is implemented in a vehicle comprising a powertrain with an electric drive and a thermal drive associated with a catalytic converter exhaust system and a heating device. This method includes a step (10-40) in which: - a distance traveled by the vehicle since the powertrain starts is determined, along with a first quantity that is a function of the amount of pollutant produced by the thermal drive since that start and this determined distance traveled, and a second quantity that represents the driving power that can be supplied by the electric drive alone; and - when the first quantity is below a first threshold or the second quantity is above a second threshold, the heating device is disabled. Figure 3

Description

Title of the invention: CONTROL OF THE OPERATION OF A HEATING DEVICE FOR AN EXHAUST LINE CATALYTIC CONVERTER 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), and more specifically to the control of the operation of the heating device responsible for heating the catalyst of the exhaust line associated with the thermal engine of the PWM. State of the art

[0002] Some vehicles, possibly of the automobile type, include a hybrid powertrain (or PWM), and therefore comprising at least one electric drive unit and at least one thermal drive unit capable of providing drive power (or engine torque).

[0003] In this type of vehicle, when the internal combustion engine is running, it produces exhaust gases that feed a catalytic converter. The catalytic converter is responsible for reducing the amount of polluting emissions released into the outside air through the exhaust system. However, as those skilled in the art know, for an exhaust catalytic converter to function optimally, its internal temperature must reach a predefined temperature range that depends on its internal arrangement and the catalytic components it contains. It has therefore been proposed to equip certain catalytic converters with a heating device designed to heat them so that they reach optimal operation as quickly as possible.

[0004] In certain hybrid powertrain vehicles, there is a mechanism that prevents (as far as possible) the internal combustion engine from starting when the internal temperature of the catalyst is not within the aforementioned temperature range. Consequently, as long as this internal temperature condition is not met, the vehicle can only be moved using the motive power supplied by the electric motor. To limit the heating time, a high-power electric heater, typically 5 kW, is used, and the heater is frequently activated in anticipation of when only the electric motor is supplying motive power.It is understandable that, given that the high power is supplied by the power battery (or "traction" or main battery) which is associated with the electric motor, each time the heating system is running, it reduces the vehicle's driving range.

[0005] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0006] In particular, it proposes for this purpose a control method intended to be implemented in a vehicle comprising a powertrain including an electric drive machine and a thermal drive machine associated with a catalytic exhaust line to which is associated a heating device suitable for heating it.

[0007] This control method is characterized by the fact that it includes a step in which:

[0008] - a distance travelled by the vehicle since a start of the powertrain, a first quantity depending on the amount of pollutant produced by the internal combustion engine since its start-up and the distance traveled, and a second quantity representing the motive power that can be supplied by the electric engine alone, and

[0009] - when this first quantity is less than a first threshold or this second If the magnitude exceeds a second threshold, the operation of the heating device is prohibited.

[0010] Thanks to the invention, the heating device is used less often, which reduces the discharge of the power battery associated with the electric motor, and therefore reduces the vehicle's mileage range less.

[0011] The control method according to the invention may include other features which can be taken separately or in combination, and in particular:

[0012] - in its step, the first quantity can be determined by dividing the quantity of pollutant produced by the determined distance travelled;

[0013] - in its step, the second quantity can be determined as a function of at least one parameter chosen from a current state of charge of a power battery equipping the vehicle and capable of supplying electrical energy to the electric motor, a current state of health of this power battery, and an internal temperature of this power battery;

[0014] - in its stage, the second quantity can be equal to the driving power that can be supplied by the electric motive machine alone;

[0015] - in its stage, the distance travelled by the vehicle from a can be determined starting the powertrain using only the electric drive unit;

[0016] - in its stage, in the event of a demand for motive power requiring a Once the thermal engine has been put into operation after the heating device has been prohibited from operating, operation of the heating device for a chosen duration before allowing the operation of the thermal engine when an electrical power supply system equipping the vehicle is capable of powering the heating device;

[0017] - in the presence of the last option, in its stage, the power supply system electric may be unable to power the heating device when a service battery it includes has a stored electrical energy level below a third threshold, or when a power battery it includes and which is suitable for powering the electric motive machine has a stored electrical energy level below a fourth threshold, or when the power battery has an electrical energy discharge capacity below a fifth threshold.

[0018] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method of the type presented above in a vehicle comprising a powertrain including an electric drive machine and a thermal drive machine associated with a catalytic exhaust line to which is associated a heating device suitable for heating it, in order to control the operation of this heating device.

[0019] The invention also proposes a control device intended to equip a vehicle comprising a powertrain including an electric drive machine and a thermal drive machine associated with a catalytic exhaust line to which is associated a heating device suitable for heating it.

[0020] This control device is characterized in that it comprises at least one processor and a memory arranged to perform the operations consisting of:

[0021] - to determine a distance travelled by the vehicle since a start of the group powertrain, a first quantity depending on the amount of pollutant produced by the internal combustion engine since its start-up and the distance traveled, and a second quantity representing the motive power that can be supplied by the electric motor alone, and

[0022] - when this first quantity is less than a first threshold or this second is greater than a second threshold, to prohibit the operation of the heating device.

[0023] The invention also proposes a vehicle, possibly of the automobile type, comprising, on the one hand, a powertrain comprising an electric drive machine and a thermal drive machine associated with a catalytic exhaust line to which is associated a heating device suitable for heating it, and, on the other hand, a control device of the type of that presented above. Brief description of the figures

[0024] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0025] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a control device according to the invention, and a hybrid powertrain supervised by a supervisory computer,

[0026] [Fig.2] schematically and functionally illustrates an example of an embodiment of a supervisory computer comprising a control device according to the invention, and

[0027] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0028] The invention aims in particular to provide a control method, and an associated DC3 control device, intended to allow control of the operation of a DC4 heating device responsible for heating the CL catalyst of the LE exhaust line associated with the MMT thermal engine of a hybrid powertrain (or GMP) of a vehicle V.

[0029] In what follows, vehicle V is considered, by way of non-limiting example, to be 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 (thermal and electric) powertrain.

[0030] Furthermore, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0031] A vehicle V comprising a hybrid GMP transmission chain (and therefore comprising at least one electric drive machine MME and at least one thermal drive machine MMT associated with an exhaust line LE with a catalyst CL associated with a heating device DC4) and a gearbox BV, a CS supervisory computer, a BS auxiliary battery, a BP (rechargeable) power (or main or traction) battery, a CV converter, and a DC3 control device according to the invention, is schematically represented in [Fig.1].

[0032] The auxiliary battery BS is responsible for supplying electrical power to an on-board network of the vehicle V, supplementing that supplied by the CV converter powered by the main power battery BP via a main electrical circuit, and sometimes replacing this CV converter. For example, this auxiliary battery BS can be arranged as a very low voltage type battery (typically 12 V or 24 V). It is (here) rechargeable at least by the CV converter. We consider in the following, by way of non-limiting example, that the BS service battery is of the 12V lead type.

[0033] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) are coupled, which consume electrical energy at very low voltage.

[0034] The main electrical circuit (or "high voltage" or "power" circuit) is connected, on the one hand, to the power 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 power battery BP to be recharged by an external power source temporarily connected to the vehicle V.

[0035] 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.

[0036] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0037] The MMT thermal drive machine 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 drive machine is designed to operate in a first mode to provide, here for the drive wheels of the vehicle V, a thermal engine torque which is defined by a thermal torque setpoint, for example determined by the CS supervisory computer.

[0038] 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".

[0039] Furthermore, the thermal power machine MMT is suitable for being coupled to a primary shaft AP of the gearbox BV, via at least the first coupling device DC1. The latter (DC1) is suitable for delivering a torque from the thermal engine torque, 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 of the latter (BV)).

[0040] For example, the first coupling device DC1 could be a hydraulic circuit clutch. But it could be of another type.

[0041] Also, for example, the Tl train can be located in the front PVV part of the vehicle V. It is preferably, and as illustrated, coupled to the AT transmission shaft via a differential (here front) DV. But in a variant this Tl train could be the one referenced T2 which is located in the rear PRV part of the vehicle V. The engine torque, which is produced by the GMP to drive the drive wheels (here of the front Tl train), is therefore supplied to the latter at the output of the DV differential.

[0042] 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 (here) 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 electric motor MME when the first coupling device DC1 is at least partially closed. It should be noted that in a variant, the starter-alternator AD could be powered by the power battery BP.

[0043] The MMT thermal engine produces exhaust gases during operation, which feed an exhaust line LE comprising a catalyst CL associated with a heating device DC4. This heating device DC4 is responsible for heating the catalyst CL, on command, so that its internal temperature reaches a predefined temperature range depending on its internal arrangement and the catalytic components it contains. Furthermore, this heating device DC4 is electrically powered and has high power output, and therefore it is supplied with electrical energy from the power battery BP (here via the CV converter (but this is not mandatory)).

[0044] The electric drive machine MME is capable, when supplied with electrical energy by the power battery BP, of operating in a second regime to provide an electric motor torque defined by an electrical torque setpoint (for example determined by the supervisory computer CS), here for the drive wheels of the vehicle V.

[0045] Furthermore, the electric drive machine MME is coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the primary shaft AP of the gearbox BV to supply it with the electric motor torque it produces. The electric drive machine MME thus supplies the electric motor torque it produces to the train T1 and / or to the internal combustion engine MMT.

[0046] It should be noted that the electric drive machine MME can also optionally be arranged to recover from the vehicle V a torque defined by a setpoint, for example during a regenerative braking phase, and in this case this recovered torque can be used to recharge the power battery BP associated with the electric drive machine MME. But recovery can also be done on part of the thermal engine torque supplied by the thermal drive machine MMT.

[0047] The operation of the electric motor machine MME is controlled by an electric machine computer CME, and supervised by the supervisory computer CS.

[0048] 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).

[0049] It should be noted that in the example illustrated, but not limited to, in [Fig. 1], the differential DV is not part of the gearbox BV. However, in an alternative embodiment, it could be part of this gearbox BV.

[0050] For example, the power (or main or traction) 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 power battery BP can be of the 450 V type. But this is not mandatory. Indeed, it could alternatively be of the 48 V, 600 V, or 800 V type, for example.

[0051] The gearbox is preferably automated. For example, it may be a dual-clutch (or DCT (“Dual Clutch Transmission”)) gearbox. But it could have only one clutch associated with a single input shaft.

[0052] The operation of the BV gearbox is controlled by a gearbox computer (not shown), and supervised by the CS supervision computer.

[0053] As illustrated, but not limited to, in [Fig. 1], the vehicle V also includes an accelerator pedal PA which can be operated (here) by a foot of the driver of the vehicle V, and which has a percentage of depressment from which an overall torque command is defined, which then represents the driver's intention regarding the acceleration of the vehicle V. This overall torque command can, for example, be determined by the supervisory computer CS, and the powertrain must supply the drive wheels (here of the front axle T1) with an engine torque which must correspond (within a certain tolerance) to this overall torque command.

[0054] As mentioned above, the invention proposes in particular a control method intended to allow control of the operation of the heating device DC4 associated with the catalyst CL of the exhaust line LE of vehicle V.

[0055] This control method can be implemented at least partially by the DC3 control device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one first memory MD1. This DC3 control device can therefore be implemented in the form of a combination of Electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, this could be a microcontroller.

[0056] The MD1 memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the control 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.

[0057] In the example illustrated, but not limited to, in Figures 1 and 2, the DC3 control device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DC3 control device could comprise its own dedicated computer, which could then be coupled to the CS supervisory computer, or it could be part of another computer embedded in the vehicle V and performing at least one other function, for example.

[0058] As illustrated non-limitingly in [Fig.3], the (control) method according to the invention includes a step 10-40 which is implemented each time the vehicle V's GMP is started.

[0059] Step 10-40 of the process includes a substep 10 in which one (for example the control device DC3) begins by determining the distance dp which has been travelled by the vehicle V since the start (or "key on") of its GMP.

[0060] For example, this determination can be made based on mileage information that can be obtained from the vehicle's on-board computer V.

[0061] Step 10-40 of the process also includes a substep 20 in which (for example, the control device DC3) is determined:

[0062] - a first quantity gl which is a function of the quantity of pollutant qp which has been produced by the MMT thermal engine since the start of the GMP and of this determined distance travelled, and

[0063] - a second quantity g2 which is representative of the motive power pme which can be supplied by the electric drive machine MME alone. It will be understood that this drive power pme is equivalent to the total electric motor torque that the electric drive machine MME is potentially capable of supplying at the given moment.

[0064] For example, the quantity of pollutant qp can be determined as a function of the quantities of air and fuel of the mixture injected into the MMT thermal engine since the last start-up.

[0065] Also, for example, and as will be seen later, the engine power of the small engine can be determined according to parameters accessible from the CB battery computer.

[0066] Furthermore, it should be noted that sub-steps 10 and 20 could be merged.

[0067] Step 10-40 of the process also includes a substep 30 in which, when the first quantity gl is less than a first threshold if (i.e. gl < si) or the second quantity g2 is greater than a second threshold s2 (i.e. g2 > s2), we (for example the control device DC3) prohibit the operation of the heating device DC.

[0068] It will be understood that if the first quantity gl is less than the first threshold si, this means that the pollution generated by the internal combustion engine MMT since the last start of the powertrain is low, and therefore that there is no need to heat the DC heating system. Similarly, it will be understood that if the second quantity g2 is greater than the second threshold s2, this means that the electric drive MME is capable of at least partially satisfying a sudden increase in acceleration of the vehicle V required by the driver (by a sudden increase in the depressment of the accelerator pedal PA), and therefore that there is no need to heat the DC heating system (the use of the internal combustion engine MMT can indeed be slightly delayed to fully satisfy the driver's request).

[0069] Of course, if the first quantity gl is greater than the first threshold si (pollution generated by the thermal engine MMT since the last start of the GMP too high), or if the second quantity g2 is less than the second threshold s2 (need to operate the thermal engine MMT as quickly as possible), then in substep 30 on (for example the control device DC3) allows the operation of the heating device DC.

[0070] Thus, the DC heating device is used less often, and therefore the BP power battery is discharged less, which advantageously allows less reduction in the mileage range of the vehicle V.

[0071] For example, in substep 20 of step 10-40, the first quantity gl can be determined (for example, by the control device DC3) by dividing the amount of pollutant produced qp by the determined distance traveled dp, i.e., gl = qp / dp. However, other mathematical formulas could be used, taking as parameters the amount of pollutant produced qp and the distance traveled dp, to determine the first quantity gl.

[0072] Also, for example, in substep 20 of step 10-40, one (for example, the control device DC3) can determine the second quantity g2 as a function of at least one parameter which is chosen from:

[0073] - the current state of charge (or SOC (“State Of Charge”)) of the power battery BP (which is specifically designed to supply electrical energy to the electric drive machine MME),

[0074] - the current state of health (or SOH) of the power battery BP, and

[0075] - the internal temperature of the BP power battery.

[0076] These three parameters SOC, SOH and tint are accessible from the CB battery calculator.

[0077] Preferably, the second quantity g2 is determined as a function of the three parameters SOC, SOH, and tint mentioned above. However, the number of the aforementioned parameters used can be any value greater than or equal to one. Furthermore, at least one other parameter representative of the power battery BP (and more specifically influencing its capacity to supply electrical energy) could be used in addition.

[0078] Also, for example, in substep 20 of step 10-40, the second quantity g2 can be equal to the motive power pme that can be supplied by the electric drive machine MME alone. But this is not mandatory. Indeed, the second quantity g2 could represent this motive power pme, and therefore take into account one or more other parameters influencing the current capacity of the vehicle V to supply the motive power pme.

[0079] Also, for example, in substep 10 of step 10-40, one (for example, the control device DC3) can determine the distance dp traveled by the vehicle V since a powertrain start using only the electric drive machine (EDM). However, this is not mandatory. Indeed, one could determine the distance dp traveled by the vehicle V since a powertrain start regardless of the type of drive machine (EDM or MMT) used during the current driving cycle.

[0080] Also, for example, and as illustrated non-limitingly in [Fig. 3], step 10-40 of the method may also include a substep 40 in which, when there is a demand for total motive power requiring the operation of the MMT internal combustion engine after the DC heating device has been prohibited from operating in substep 30, one (for example, the DC3 control device) may authorize the operation of the DC heating device for a chosen duration before authorizing the operation of the MMT internal combustion engine. This authorization can then only occur if the electrical power supply system equipping the vehicle V is capable of supplying the DC heating device. Here, the electrical power supply system comprises the service battery BS and the power battery BP.

[0081] It will be understood that it is preferable, or even essential, not to allow the operation of the DC heating device when the power supply system may have difficulty supplying the DC heating device or if this risks preventing the movement of the vehicle V with the electric motor torque alone.

[0082] Also, for example, in substep 40, the power supply system can be considered unable to supply the DC heating device when:

[0083] - the BS service battery has a stored electrical energy level that is less than a third threshold s3, or

[0084] - the BP power battery has a stored electrical energy level that is lower to a fourth threshold s4, or even

[0085] - the BP power battery has an electrical energy discharge capacity which is less than a fifth threshold s5.

[0086] For example, and not limited to, the third threshold s3 can be between 10% and 15% of the maximum electrical energy level that can be stored in the service battery BS.

[0087] Also, for example, and not limited to, the fourth threshold s4 can be between 5% and 10% of the maximum electrical energy level that can be stored in the power battery BP.

[0088] Also, for example, and not limited to, the fifth threshold s5 can be between 3% and 5% of the maximum discharge capacity of the BP power battery.

[0089] It will also be noted, as illustrated non-limitingly in [Fig.2], that the CS supervisory computer (or the dedicated computer of the DC3 control device) may also include a MEM mass memory, in particular to store the distance traveled dp, the quantity of pollutant qp, and at least one of the possible parameters SOC, SOH, tint and electrical energy level stored in the BS service battery, as well as any intermediate data involved in all its calculations and processing.Furthermore, this CS supervisory computer (or the dedicated computer of the DC3 control device) may also include an IE input interface for receiving at least the distance traveled dp, the quantity of pollutant qp, and at least one of the possible parameters SOC, SOH, tint, and the electrical energy level stored in the service battery BS, for use in calculations or processing, possibly after shaping and / or demodulating and / or amplifying them, in a manner known per se, by means of a PR2 digital signal processor. In addition, this CS supervisory computer (or the dedicated computer of the DC3 control device) may also include an IS output interface, notably for delivering each message (or command) authorizing or prohibiting the operation of the DC4 heating device.

[0090] It should 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 such as electronic circuits (or hardware), such as the PR1 processor, is suitable for implementing the control process described above to control the operation of the DC4 heating device associated with the CL catalyst of the LE exhaust line of vehicle V.

Claims

Demands

1. A control method for a vehicle (V) comprising a powertrain including an electric drive unit (EDU) and a thermal drive unit (TDU) associated with a catalytic converter exhaust system (ECS) and a heating device (DC4) for heating it, characterized in that it comprises a step (10-40) in which a) the distance traveled by said vehicle (V) since a start of said powertrain is determined, b) a first quantity as a function of the amount of pollutant produced by said thermal drive unit (TDU) since this start and of said distance traveled is determined, and c) a second quantity representing the motive power that can be supplied by the electric drive unit (EDU) alone, and, when said first quantity is less than a first threshold or said second quantity is greater than a second threshold, the operation of said heating device (DC) is prohibited.

2. The method according to claim 1, characterized in that in said step (10-40) said first quantity is determined by dividing said quantity of pollutant produced by said distance traveled determined.

3. Method according to claim 1 or 2, characterized in that in said step (10-40) said second quantity is determined as a function of at least one parameter chosen from a current state of charge of a power battery (PB) equipping said vehicle (V) and suitable for supplying electrical energy to said electric motor machine (EMM), a current state of health of said power battery (PB), and an internal temperature of said power battery (PB).

4. A method according to any one of claims 1 to 3, characterized in that in said step (10-40) said second quantity is equal to said motive power that can be supplied by the single electric motive machine (EMM).

5. A method according to any one of claims 1 to 4, characterized in that in said step (10-40) said distance travelled by said vehicle (V) is determined from a start of said powertrain with use of the electric motive machine (EMM) alone.

6. A method according to any one of claims 1 to 5, characterized in that in said step (10-40), in the event of a demand for motive power requiring the operation of said thermal engine (TEM) after a prohibition of operation of said heating device (DC), operation of said heating device (DC) is authorized for a chosen duration before the operation of said thermal engine (TEM) is authorized when an electrical power supply system equipping said vehicle (V) is capable of supplying said heating device (DC).

7. A method according to claim 6, characterized in that in said step (10-40) said power supply system is unable to supply said heating device (DC) when a service battery (BS) which it comprises has a level of stored electrical energy below a third threshold, or when a power battery (BP) which it comprises and which is suitable for supplying electrical energy to said electric motive machine (EMM) has a level of stored electrical energy below a fourth threshold, or when said power battery (BP) has an electrical energy discharge capacity below a fifth threshold.

8. Product computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to any one of claims 1 to 7, in a vehicle (V) comprising a powertrain including an electric drive machine (EDM) and a thermal drive machine (TDM) associated with an exhaust line (EL) with a catalyst (CL) to which is associated a heating device (DC4) suitable for heating it, to control the operation of said heating device (DC4).

9. A control device (DC3) suitable for equipping a vehicle (V) comprising a powertrain including an electric drive unit (EDU) and a thermal drive unit (TDU) associated with a catalytic converter exhaust system (ECS) and associated with a heating device (DC4) suitable for heating it, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations of determining a) a distance traveled by said vehicle (V) since a start of said powertrain, b) a

10. first quantity function of a quantity of pollutant produced by said thermal engine (TEM) since this start-up and of said distance travelled determined, and c) a second quantity representative of a motive power that can be supplied by the electric engine (EEM) alone, and, when said first quantity is less than a first threshold or said second quantity is greater than a second threshold, to prohibit the operation of said heating device (DC). Vehicle (V) comprising a powertrain including an electric drive machine (EDM) and a thermal drive machine (TDM) associated with an exhaust line (EL) with a catalyst (CL) to which is associated a heating device (DC4) suitable for heating it, characterized in that it further comprises a control device (DC3) according to claim 9.

Images