CONTROLLING THE FUTURE USE OF THE STATE OF CHARGE OF A POWER BATTERY IN A HYBRID POWER VEHICLE

Abstract

A control method is implemented in a vehicle comprising a hybrid powertrain, associated with a power battery in a current state of charge, capable of providing electric and thermal motor torques, and offering an enhanced traction function combining the electric and thermal motor torques using at most a first selected percentage of the current state of charge. This method includes a step (10-70) in which, if the driver accepts a selection of a maximum traction function when the vehicle is stopped on a slope greater than a threshold, this function is authorized to use a second selected percentage of the current state of charge, higher than the first percentage, using a selected portion of a percentage of the state of charge dedicated to the self-discharge of the power battery. Figure 3

Description

Title of the invention: CONTROL OF THE FUTURE USE OF THE STATE OF CHARGE OF A POWER BATTERY IN A HYBRID POWER ENGINE 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 future use of the state of charge of the power battery which is associated with the electric drive machine of such a 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 (associated with a power (or "traction" or main) battery) and at least one thermal drive unit capable of providing drive power (or engine torque).

[0003] As those skilled in the art know, the state of charge (or SoC) of a power battery is an important parameter which is frequently estimated, generally periodically, because it allows in particular the estimation of the vehicle's mileage range and the ability to use its electric drive machine in order to reduce the amount of pollutants released into the outside air or to increase its traction.

[0004] Numerous parameters are taken into account to set a target state of charge corresponding to a minimum state of charge required for the vehicle to perform certain electrically consuming functions after its powertrain has stopped. If the current state of charge is lower than this target state of charge, the power battery must be recharged by operating the internal combustion engine. These functions include, in particular, starting with the internal combustion engine (or "ice cranking") or increasing the thermal power (supplied by the internal combustion engine) by adding electrical power (supplied by the electric motor) to increase traction, generally called the "boost" function.

[0005] These functions use energy stored in the power battery and corresponding to percentages of state of charge dedicated (or allocated) respectively to combinations of parameters whose number is more or less important.

[0006] Among these parameters, there is in particular self-discharge, because it is well known that in the absence of use a battery (and a fortiori a power battery) discharges spontaneously, and that the latter depends on external climatic conditions, of its chemistry and its state of health (or SoH). For example, a power battery with NMC chemistry (lithium-nickel-manganese-cobalt oxide (or LiNiMnCoO2)), on average undergoes a monthly self-discharge of 3.5% of its maximum state of charge when not in use and in a temperate climate, and therefore a total percentage pa reserved for self-discharge is integrated into the target state of charge, fixed (or predefined, and generally between 10.5% (three months of immobilization) and 14% (four months of immobilization).

[0007] One drawback of this charge state control method is that it does not take into account the slope of the location where the vehicle is about to be parked (possibly for an extended period). However, when the vehicle is equipped with an electric parking brake, its electrical consumption will be greater the steeper the slope. Furthermore, when the vehicle is parked on an uphill slope, the electrical consumption required to move it (or "take off") from this location (on the uphill side), in addition to the torque provided by its internal combustion engine (boost function), will be greater the steeper the slope. It should be noted that this electrical consumption will be even greater when the driver is driving aggressively, as this requires even greater traction.

[0008] To ensure that certain power-consuming functions can be implemented after a very long vehicle shutdown, one solution is to increase the total storage capacity of its power battery. However, this leads to a significant increase in the vehicle's weight and therefore its power consumption, as well as an increase in the vehicle's cost. Another solution is to substantially increase the target state of charge when the slope of the location where the vehicle is about to be stopped is steep. However, this generally requires knowing the local slope of the location in question by accessing a three-dimensional map of the geographical area containing this location, which is not always available or sufficiently precise, and leads to increased fuel consumption by the internal combustion engine to ensure that the current state of charge becomes at least equal to this increased target state of charge.

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

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

[0011] - comprising a powertrain including a thermal engine and an electric motor, associated with a power battery having a state of load in progress, and capable of providing electric and thermal motor torques respectively, and

[0012] - offering an enhanced motor function combining motor torques electrical and thermal using at most a first chosen percentage of this current state of charge.

[0013] This control method is characterized by the fact that it includes a step in which, if a vehicle driver accepts a selection of a function requiring maximum traction when the vehicle is stopped in a place with a slope greater than a chosen threshold, the increased traction function is allowed to use a second chosen percentage of the current state of charge, greater than the first percentage, using a chosen part of a percentage of the state of charge dedicated to a self-discharge of the power battery.

[0014] Thanks to the invention, the driver is able, whenever possible, to have extra traction for the next start of the vehicle on a steep slope, at the expense of the time during which the power battery can self-discharge without risk.

[0015] The control method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0016] - in its step, the chosen part of the percentage of state of charge dedicated to Self-discharge can be chosen based on a power battery chemistry and / or a maximum possible vehicle shutdown time strictly less than a total vehicle shutdown time corresponding to the entire state of charge dedicated to self-discharge;

[0017] - in the presence of the first option, in its stage, the maximum possible duration the period of leave may be equal to one month when the total duration of leave is greater than or equal to three months;

[0018] - also in the presence of the first option, in its step, one can accept the selection of the function requiring maximum traction when the current state of charge allows the vehicle to stop for at least the maximum possible stopping time, and the driver can be alerted to indicate this maximum possible stopping time of the vehicle induced by the selection of this function requiring maximum traction;

[0019] - also in the presence of the first option, in its stage, one can refuse the selection of the function requiring maximum traction when the current state of charge does not allow the vehicle to stop for at least the maximum possible stopping time, and the driver can be alerted to an inability to activate this function requiring maximum traction;

[0020] - in the presence of at least one of the last two sub-options, in its step, the driver can be alerted by displaying a dedicated message on at least one screen in the vehicle and / or broadcasting a dedicated message through at least one loudspeaker in the vehicle;

[0021] - in its step, a chosen threshold between 6% and 10% can be used;

[0022] - in its step, one can select the function requiring maximum motor skills in selecting an option, while pressing a brake pedal of the vehicle when the vehicle is at zero speed.

[0023] 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, on the one hand, comprising a powertrain including a thermal engine and an electric engine, associated with a power battery having a current state of charge, and suitable for providing electric and thermal motor torques respectively, and, on the other hand, offering an enhanced traction function combining the electric and thermal motor torques using at most a first chosen percentage of this current state of charge, to control a future use of the current state of charge to perform this enhanced traction function.

[0024] The invention also proposes a control device for equipping a vehicle comprising

[0025] - comprising a powertrain including a thermal engine and an electric drive machine, associated with a power battery having a current state of charge, and capable of providing electric and thermal motor torques respectively, and

[0026] - offering an enhanced motor function combining motor torques electrical and thermal using at most a first chosen percentage of this current state of charge.

[0027] This control device is characterized in that it includes at least one processor and a memory arranged to perform the operations consisting, in the event of acceptance of a selection by a vehicle driver of a function requiring maximum traction when the vehicle is stopped in a place with a slope greater than a chosen threshold, of allowing the increased traction function to use a second chosen percentage of the current state of charge, greater than the first percentage, using a chosen part of a percentage of the state of charge dedicated to a self-discharge of the power battery.

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

[0029] - comprising, on the one hand, a powertrain comprising a machine a thermal engine and an electric drive machine, associated with a power battery having a state of charge in progress, and capable of providing electric and thermal motor torques respectively, and, on the other hand, a control device of the type presented above, and

[0030] - offering an enhanced motor function combining motor torques electrical and thermal using at most a first chosen percentage of this current state of charge. 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 control device according to the invention, and a hybrid powertrain supervised by a supervisory computer,

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

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

[0035] The invention aims in particular to propose a control method, and an associated DC3 control device, intended to enable the control of a future use of the state of charge (or SoC) in progress of a BP power battery associated with a hybrid (thermal and electric) powertrain (or GMP) of a vehicle V, to perform an increased traction (or boost) function.

[0036] 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 and offering an enhanced traction (or boost) function.

[0037] Furthermore, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0038] Figure 1 schematically represents, by way of illustration, a vehicle V comprising a hybrid powertrain (and therefore comprising at least one electric drive unit and at least one internal combustion engine) and a gearbox, a control unit, a service battery, a power battery, a main battery, and a battery of traction) BP (rechargeable), a CV converter, and a DC3 control device according to the invention.

[0039] The auxiliary battery BS is responsible for supplying electrical power to an on-board electrical system RB of the vehicle V, supplementing that supplied by the converter CV, which is powered by the main battery BP via a primary electrical circuit, and sometimes replacing this converter CV. For example, this auxiliary battery BS may be configured as a very low voltage battery (typically 12 V or 24 V). It is (here) rechargeable at least by the converter CV. In the following, for the sake of non-limiting example, the auxiliary battery BS is considered to be a 12 V lead-acid battery.

[0040] The RB 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.

[0041] 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 motor MME. It may also optionally allow the power battery BP to be recharged by an external power source temporarily connected to the vehicle V.

[0042] 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.

[0043] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0044] 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 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.

[0045] 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".

[0046] Furthermore, the MMT thermal engine is suitable for coupling to a primary shaft AP of the gearbox BV, via at least the first coupling device DC1. The latter (DC1) is suitable for delivering torque derived 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 engine MMT to the gearbox BV (and more precisely to a clutch of the latter (BV)).

[0047] For example, the first coupling device DC1 could be a hydraulic circuit clutch. But it could be of another type.

[0048] Also, for example, the Tl axle can be located in the front PVV section of the vehicle V. Preferably, and as illustrated, it is coupled to the AT driveshaft via a differential (here, the front one) DV. However, in a variant, this Tl axle could be the one referenced as T2, which is located in the rear PRV section of the vehicle V. The engine torque, which is produced by the powertrain to drive the drive wheels (here, of the front axle Tl), is therefore supplied to these wheels at the output of the differential DV.

[0049] 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.

[0050] The electric drive machine MME is capable, when supplied with electrical energy by the power battery BP, of providing an electric motor torque defined by an electrical torque setpoint (for example determined by the supervisory computer CS), here for drive wheels of the vehicle V.

[0051] Furthermore, the electric drive machine MME is coupled here, 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 therefore supplies the electric motor torque it produces to the train Tl and / or to the internal combustion engine MMT.

[0052] 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 power battery BP associated with the electric drive unit MME. However, recovery can also be performed on a portion of the internal combustion engine torque supplied by the internal combustion engine MMT.

[0053] The operation of the electric motor machine MME is controlled by an electric machine computer CME, and supervised by the supervisory computer CS.

[0054] 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).

[0055] 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.

[0056] 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 cells (or Li-ion (NMC chemistry (lithium-nickel-manganese-cobalt oxide (LiNiMnCoO2))), or Ni-MH or Ni-Cd cells). Also, for example, this power battery BP can be of the 48 V type. But this is not mandatory. Indeed, it could alternatively be of the 450 V, 600 V, or 800 V type, for example.

[0057] The operation of the BP power battery is controlled by a CB battery computer, which is notably responsible for determining or estimating the current state of charge (or SoC) of the BP power battery, and the current state of health (or SoH (“State of Health”) of the BP power battery.

[0058] 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.

[0059] The operation of the BV gearbox is controlled by a gearbox computer (not shown), and supervised by the CS supervision computer.

[0060] 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.

[0061] Furthermore, the vehicle V also includes a brake pedal PF which can be operated (here) by a foot of the driver of the vehicle V, and which is capable of acting on the braking system of the vehicle V and / or of causing engine braking.

[0062] Furthermore, vehicle V offers an enhanced traction (or boost) function fma, which is arranged to combine the electric motor torque and the internal combustion engine torque, using at most a first chosen percentage lcI of the current state of charge (or SoC) ecec. It will be understood that this enhanced traction function fma aims to increase the thermal power supplied by the internal combustion engine MMT by adding electrical power supplied by the electric motor MME to increase traction.

[0063] In addition, the vehicle V offers a maximum traction request function frmm which can be selected by its driver and intended to request future use of the increased traction function fma during the next use of the vehicle V. This selection can be made by means of a dedicated control element (or actuator), easily accessible by the driver or by the latter selecting an option from a menu displayed on a screen of the vehicle V (for example, a central instrument cluster which may be touch-sensitive).

[0064] Furthermore, before its powertrain is shut down, the vehicle V is configured to determine whether the current state of charge ecec is greater than or equal to a target state of charge ecc, which corresponds to the minimum state of charge required for the vehicle V to perform certain electrically consuming functions after its powertrain has been shut down and upon subsequent restart. This determination can, for example, be made by the battery control unit CB. If this current state of charge ecec is less than this target state of charge ecc (i.e., ecec < ecc), the power battery BP is recharged by running the internal combustion engine MMT (for example, the battery control unit CB can trigger a recharge). Otherwise (ecec > ecc), no such recharge is necessary.

[0065] Among the functions that consume electrical energy, we can notably mention the boost function (fma) and starting with the internal combustion engine (or ice cranking), for example. These functions use quantities of electrical energy stored in the power battery (BP) which correspond to percentages of state of charge dedicated (or allocated) to combinations of parameters, the number of which varies. Among these parameters, we can notably mention the self-discharge (or spontaneous discharge) of the power battery (BP), which depends on external climatic conditions, its chemistry, and its state of health (SoH). For example, in the case of a power battery (BP) with NMC chemistry, the average monthly self-discharge is equal to 3.5% of its maximum state of charge (= 100%), in the absence of use of the vehicle (V) and in a temperate climate.Generally, a percentage of the state of charge (pec) is incorporated into the target state of charge (ecc) which is dedicated to (or reserved for) self-discharge and is fixed. For example, this percentage of state of charge (pec). can be between 10.5% of the maximum state of charge of the BP power battery (when aiming for three months of vehicle V immobilization) and 14% of the maximum state of charge of the BP power battery (when aiming for four months of vehicle V immobilization).

[0066] As mentioned above, the invention proposes in particular a control method intended to allow control of a future use of the current state of charge ecec of the power battery BP to perform the increased traction function fma during the next use of the vehicle V when the function requiring maximum traction frmm is selected.

[0067] 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 of the microprocessor type, and at least one first MD1 memory. 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"). By way of example, it could be a microcontroller.

[0068] 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.

[0069] 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, such as the CB battery computer.

[0070] As illustrated non-limitingly in [Fig.3], the (control) method according to the invention includes a step 10-70 which is implemented each time the vehicle V comes to a stop (0 km / h).

[0071] Step 10-70 of the method includes a substep 60 which is carried out when a condition is met, namely when the driver accepts the selection of the function requiring maximum traction frmm when the vehicle V is stopped in a location with a slope pl greater than a chosen threshold sc (i.e., pl > sc). In this substep 60 (and therefore if the aforementioned condition is met), the enhanced traction function fma is enabled (for example, by the control device DC3). a second chosen percentage pc2 of the current state of charge ecec, greater than the first percentage pci, using a chosen part pcp of the percentage of state of charge pec which is dedicated to the self-discharge of the power battery BP. We then have pc2 = pci + pcp.

[0072] It should be noted that the authorization can be transmitted via a message (or a request) to the CS supervisory computer or the CB battery computer, for example.

[0073] In other words, the driver is allowed, whenever possible (and therefore if the aforementioned condition is met), to have, if desired, a surplus of traction for the next start of vehicle V on a steep incline pl, at the expense of the time during which the power battery BP can self-discharge safely. It will be understood that by reducing the percentage of state of charge peca dedicated to the self-discharge of the power battery BP by the quantity pcp, only the quantity peca - pcp remains available for its self-discharge, and thus its self-discharge time (initially equal to da) is automatically reduced.

[0074] For example, and as illustrated non-limitingly in [Fig. 3], step 10-70 of the method may also include a substep 10 in which, when the vehicle V comes to a stop (0 km / h), it is determined (for example, by the control device DC3) whether the driver has just selected the function requiring maximum traction frmm. If not (function requiring maximum traction frmm not selected), step 10-70 of the method ends in a substep 20. Conversely, if so (function requiring maximum traction frmm selected), step 10-70 of the method may include a substep 30 in which it is determined (for example, by the control device DC3) whether the slope pl (of the place where the vehicle V has just stopped) is greater than the chosen threshold sc.If the value is negative (pl < sc), it is assumed that there is no need to modify the standard operating mode, and therefore the selection of the function requiring maximum motor power frmm is rejected. Consequently, step 10-70 of the process ends in substep 40. Conversely, if the value is positive (pl > sc), the selection of the function requiring maximum motor power frmm is pre-authorized (for example, by the DC3 control device). The reason why it is preferable at this stage to pre-accept the selection rather than accepting (or authorizing) it outright will be explained later.

[0075] Also, for example, the selected threshold sc can be between 6% and 10%. As an illustrative example, this selected threshold sc can be equal to 8%. But other values ​​of the selected threshold sc can be used. For example, this selected threshold sc can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0076] Also, for example, in substep 60, the selected portion pcp of the percentage state of charge peca that is initially dedicated to self-discharge can be chosen according to the chemistry of the power battery BP and / or the maximum duration possible stop dmpa of vehicle V which is strictly less than the total stop time da of vehicle V, which corresponds to the entire state of charge peca which is initially dedicated to self-discharge.

[0077] Also, for example, this selected portion pcp can be between one-quarter of the percentage of the state of charge peca (i.e., peca / 4) and two-thirds of the percentage of the state of charge peca (i.e., 2*peca / 3). As an illustrative example, this selected portion pcp can be equal to 2*peca / 3, which then corresponds to a maximum possible downtime dmpa of one month when the total downtime da is greater than or equal to three months, particularly in the case of NMC-type chemistry. But other values ​​of the selected portion pcp (and therefore of the maximum possible downtime dmpa) can be used. For example, this selected portion pcp (and therefore this maximum possible downtime dmpa) can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0078] Also, for example, and as illustrated non-limitingly in [Fig.3], step 10-70 of the process may also include a substep 50 in which, in the event of pre-acceptance decided in substep 30, one (for example the control device DC3) can determine whether the current state of charge ecec allows a stop of the vehicle V for at least the maximum possible stop time dmpa.

[0079] If so, the selection of the function requiring maximum traction frmm (for example, the DC3 control device) is accepted (or authorized), and therefore substep 60 is performed. It will be understood that the power battery BP will have sufficient electrical energy at the next restart of vehicle V for the driver to use the enhanced traction function fma. In this case, in substep 60, the driver can be alerted (for example, the DC3 control device can trigger an alert) to indicate the maximum possible stopping time dmpa of vehicle V induced by (or resulting from) the selection of the function requiring maximum traction frmm.

[0080] Conversely, if the negative condition is present (current state of charge ecec allowing the vehicle V to be stopped for a duration strictly less than the maximum possible stopping time dmpa), the selection of the function requiring maximum traction frmm is refused (or prohibited) by (for example, the control device DC3). In this case, as illustrated non-limitingly in [Fig. 3], step 10-70 of the method may also include a substep 70 in which the driver can be alerted (for example, the control device DC3 can trigger an alert) that it is impossible to activate the function requiring maximum traction frmm.

[0081] Also, for example, in substep 60 or 70, the driver can be alerted (for example, the DC3 control device can trigger an alert from the driver) by displaying a dedicated message on at least one screen present in the vehicle V and / or by broadcasting of a dedicated message by at least one loudspeaker present in vehicle V. It will be understood that the dedicated message generated in sub-step 60 is different from the dedicated message generated in sub-step 70.

[0082] In the case of a displayed message, it may be textual and, for example, displayed on the instrument panel screen or the central instrument cluster, or on the screen of the driver's smartphone. In the case of an audio message, it may be played through a speaker in the vehicle or on that smartphone.

[0083] Also, for example, in substep 10, the driver can select the function requiring maximum traction by selecting an option (control element or menu, as indicated above), while pressing the brake pedal PF of the vehicle V when the latter (V) has zero speed.

[0084] Also, for example, once vehicle V has restarted a new driving cycle by leaving its parking space on a slope pl, the function requiring maximum traction frmm can be automatically deselected when the speed of vehicle V exceeds a chosen value vc. It can also be deselected at the start following the next stop of vehicle V if the speed of vehicle V remained less than or equal to the chosen value vc during the driving cycle.

[0085] For example, this chosen value vc can be between 10 km / h and 20 km / h. As an illustrative example, this chosen value vc can be equal to 15 km / h. But other chosen values ​​vc can be used. For example, this chosen value vc can be selected during the development or testing phase of a vehicle similar to vehicle V.

[0086] 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) can also include a MEM mass memory, in particular to store the current state of charge ecec, the target state of charge ecc, the chosen part pcp of the percentage of state of charge peca dedicated to self-discharge, and the maximum possible shutdown time dmpa, 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 current state of charge ecec, the target state of charge ecc, the selected portion pcp of the percentage of state of charge peca dedicated to self-discharge, and the maximum possible shutdown time dmpa, 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 order) authorizing selection of the function requiring maximum traction frmm (intended to increase the percentage of charge state usable by the enhanced traction function fma), and each possible message (or order) triggering a driver alert.

[0087] 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 control method described above to control a future use of the current state of charge ecec to perform the enhanced traction function fma offered by the vehicle V.

Claims

Demands

1. A control method for a vehicle (V) comprising a powertrain including a thermal engine (TEM) and an electric engine (EEM), associated with a power battery (PB) having a current state of charge, and adapted to provide electric and thermal motor torques respectively, this vehicle (V) offering an enhanced traction function combining said electric and thermal motor torques using at most a first selected percentage of said current state of charge, characterized in that it comprises a step (10-70) in which, if a driver of said vehicle (V) accepts a selection of a function requiring maximum traction when stopped by said vehicle (V) in a location having a slope greater than a selected threshold, said enhanced traction function is authorized to use a second selected percentage of said current state of charge, greater than said first percentage,by using a selected portion of a percentage of state of charge dedicated to a self-discharge of said power battery (PB).

2. Method according to claim 1, characterized in that in said step (10-70) said selected part of the percentage of state of charge dedicated to self-discharge is selected according to a chemistry of said power battery (BP) and / or a maximum possible stopping time of said vehicle (V) strictly less than a total stopping time of said vehicle (V) corresponding to the entirety of said state of charge dedicated to self-discharge.

3. The method according to claim 2, characterized in that in said step (10-70) said maximum possible downtime is equal to one month when said total downtime is greater than or equal to three months.

4. A method according to claim 2 or 3, characterized in that in said step (10-70) said selection of the function requiring maximum traction is accepted when said current state of charge allows said vehicle (V) to stop for at least said maximum possible stopping time, and said driver is alerted to signal this maximum possible stopping time of said vehicle (V) induced by said selection of the function requiring maximum traction.

5. Method according to claim 2 or 3, characterized in that in said step (10-70) said selection of the function requiring maximum traction is refused when said current state of charge does not allow said vehicle (V) to stop for at least said maximum possible stopping time, and said driver is alerted to an impossibility of activating said function requiring maximum traction.

6. A method according to any one of claims 1 to 5, characterized in that in said step (10-70) a threshold chosen between 6% and 10% is used.

7. A method according to any one of claims 1 to 6, characterized in that in said step (10-70) said function requiring maximum traction is selected by selecting an option, while pressing a brake pedal (PF) of said vehicle (V) when the latter (V) is at zero speed.

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 a thermal engine (TEM) and an electric engine (EEM), associated with a power battery (PB) having a current state of charge, and suitable for providing electric and thermal motor torques respectively to move said vehicle (V), the latter (V) offering an enhanced drive function combining said electric and thermal motor torques using at most a first selected percentage of said current state of charge, to control a future use of said current state of charge to perform said enhanced drive function.

9. A control device (DC3) suitable for equipping a vehicle (V) comprising a powertrain including a thermal engine (TEM) and an electric engine (EEM), associated with a power battery (PW) having a current state of charge, and suitable for providing electric and thermal motor torques respectively, this vehicle (V) offering an enhanced traction function combining said electric and thermal motor torques using at most a first selected percentage of said current state of charge, characterized in

10. which includes at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, in the event of acceptance of a selection by a driver of said vehicle (V) of a function requiring maximum traction when stopped by said vehicle (V) in a place having a slope greater than a chosen threshold, of allowing said increased traction function to use a second chosen percentage of said current state of charge, greater than said first percentage, using a chosen part of a percentage of state of charge dedicated to a self-discharge of said power battery (BP). Vehicle (V) comprising a powertrain including a thermal engine (MHE) and an electric engine (EHE), associated with a power battery (PW) having a current state of charge, and suitable for providing electric and thermal motor torques respectively, this vehicle (V) offering an enhanced traction function combining said electric and thermal motor torques using at most a first selected percentage of said current state of charge, characterized in that it further comprises a control device (DC3) according to claim 9.