Device for managing the powertrain of a hybrid vehicle

Abstract

The invention relates to a device (10) for managing the powertrain of a hybrid vehicle (1), characterized in that the device comprises a control unit (12) configured to define operating parameters of the powertrain according to momentary input data related to the vehicle, the control unit (12) comprising at least one consumption management module (16), in which at least one database of an internal combustion engine is implemented for determining the operating parameters of the powertrain with respect to consumption values ​​of the vehicle, the control unit (12) further comprising an acoustics management module (18), in which at least one map for determining the operating parameters of the powertrain with respect to given acoustic values ​​is implemented, and the control unit (12) is configured to define the operating parameters of the powertrain by taking into account data from the map of the acoustics management module combined with data from the database of the consumption management module.

Description

Summary of the Invention

[0001] The present invention relates to the field of energy management in hybrid motor vehicles, and more particularly to a device for managing the powertrain of a hybrid vehicle and to the acoustic problems associated with the use of said hybrid vehicles.

[0002] A hybrid vehicle includes a powertrain with two separate drive assemblies including, among other things, an electric drive assembly associated with an electric energy storage element and a thermal drive assembly, each of which is connectable to a set of wheels of the vehicle for driving the vehicle. Among other things, when the battery state of charge level is low, the thermal drive assembly can be activated to at least recharge the electric energy storage element and, if necessary, drive the vehicle.

[0003] Electrifying the vehicle's powertrain not only reduces the CO2 emissions and fuel consumption of the internal combustion engine, but also improves other benefits such as driving comfort. The vehicle employs a traction drive management system that takes into account internal combustion engine operation data related to fuel consumption, pollution control and driving comfort in order to optimize the powertrain operation at all times. Among other things, the traction drive management device is configured to select an appropriate gearbox ratio to split the required torque between the internal combustion engine and the electric drive assembly depending on a database related to fuel consumption, pollution control and driving comfort.

[0004] Such operation may lead to a lack of correlation between the internal combustion engine behavior and the torque at the wheels, or in other words a mismatch between the customer's perception of the vehicle speed or acceleration and the powertrain operation reflected in the noise level of the internal combustion engine. As an example, to optimize the fuel efficiency of the internal combustion engine and to seek a high power operating point for rapid battery recharging, the control unit may select a low gearbox ratio when the acceleration demand and / or vehicle speed is low, which involves high revs and creates a mismatch problem, and therefore the noise of the internal combustion engine does not match the driver's perception of the vehicle's speed and acceleration.

[0005] The mismatch problem is exacerbated when the number of gears in an automatic or semi-automatic gearbox is low, for example less than five.

[0006] The invention enters into this context by proposing a device for managing a powertrain of a hybrid vehicle, comprising a control unit configured to define operating parameters of the powertrain according to momentary input data related to said vehicle, the control unit comprising at least one consumption management module, in which at least one database of the internal combustion engine is implemented that determines the operating parameters of the powertrain with respect to consumption values ​​of the vehicle. According to the invention, the control unit further comprises an acoustics management module, in which at least one map of the internal combustion engine is implemented that determines the operating parameters of the powertrain with respect to a given acoustics value, the control unit being configured to define the operating parameters of the powertrain by taking into account data from the map of the acoustics management module combined with data from the database of the consumption management module.

[0007] Thereby, according to the invention, the control software of the control unit is injected with constraints to be respected when defining the operating parameters of the powertrain, dimensioned to limit the acoustic mismatch. The concept of "customer matching" can then be introduced as the degree of correlation between driver demand and powertrain response.

[0008] The powertrain operating parameters may be, among others, values ​​of torque of the internal combustion engine and / or gearbox ratio of the powertrain when the internal combustion engine is engaged with a set of wheels of the hybrid vehicle.

[0009] According to a feature of the invention, the control unit is configured to take into account data from the map of the acoustics management module in addition to data from the database of the consumption management module based on the state of charge of the electric energy storage element, i.e. the acoustics controls the operating parameters of the powertrain based on the state of charge of the vehicle battery used to power the electric motor in a hybrid vehicle.

[0010] According to a feature of the invention, the control unit is configured to take into account data from the database of the consumption management module as well as data from the map of the acoustics management module when the battery's state of charge is both below a first threshold and above a second threshold strictly lower than the first threshold. When this first threshold is exceeded, the control unit prioritizes driving in electric mode and reducing the battery charge level. The acoustics management module is not deactivated by itself, but does not intervene when the battery does not need to be charged.

[0011] According to a feature of the invention, the acoustics management module includes at least one map corresponding to the operation of the internal combustion engine in parallel hybridization and at least one map corresponding to the operation of the internal combustion engine in serial hybridization.

[0012] According to a feature of the invention, at least one map corresponding to the operation of the internal combustion engine in parallel hybridization indicates a minimum gearbox ratio to be respected based on the vehicle speed and acceleration.

[0013] According to a feature of the invention, one map corresponding to operation of the internal combustion engine in series hybridization indicates a maximum internal combustion engine speed that should not be exceeded based on vehicle speed and torque at the vehicle wheels, and another map corresponding to operation of the internal combustion engine in series hybridization indicates a maximum internal combustion engine torque that should be respected based on vehicle speed and torque at the vehicle wheels.

[0014] According to a feature of the invention, for a given type of hybridization, the acoustics management module comprises two separate maps that are selectively implemented based on the state of charge of the electrical energy storage element relative to an intermediate threshold: a standard operating map for a state of charge of the electrical energy storage element above the intermediate threshold, and a degraded operating map for a state of charge of the electrical energy storage element below the intermediate threshold.

[0015] In particular, the intermediate threshold may be between the first and second thresholds previously set forth.

[0016] The invention also relates to a motor vehicle equipped with a management device as previously described.

[0017] The invention also relates to a method for managing the powertrain of a hybrid vehicle equipped with a management device as previously disclosed, making it possible to define operating parameters of the powertrain on the basis of acoustic data, in which the state of charge of an electric energy storage element intended to power an electric motor of the powertrain is determined, and in which said operating parameters of the powertrain are defined on the basis of acoustic data when the state of charge of the electric energy storage element, on the one hand, falls below a first threshold between electric drive and hybrid drive, and, on the other hand, exceeds a second threshold forming a critical threshold for prioritizing electric recharging by the internal combustion engine of the hybrid vehicle.

[0018] According to a feature of the invention, during this management method, reference is made to a first type of map implemented in the acoustics management module which corresponds to a minimum gearbox ratio level when the hybrid vehicle is configured in a parallel hybrid drive type, and to a second type of map implemented in the acoustics management module which corresponds to a maximum engine torque or engine speed level when the hybrid vehicle is configured in a first series hybrid drive type.

[0019] Other characteristics, details and advantages of the invention will become more apparent from the description given below, by way of example only, in conjunction with the drawings, in which: [Brief description of the drawings]

[0020] [Figure 1] 1 is a schematic representation of a hybrid vehicle showing a multi-module configuration of a control unit of a management device according to the invention, at least one of the modules being an acoustics management module. [Diagram 2] 1 is a flow chart illustrating a method of management according to one aspect of the present invention, in which traction drive management that takes into account vehicle acoustics is based on the state of charge of the battery. [Diagram 3]1 is a flow chart illustrating a management method according to one aspect of the present invention, in which traction drive management that takes into account vehicle acoustics is based on the type of hybrid drive implemented. [Figure 4] 1 is a schematic depiction of a hybrid vehicle powertrain in a parallel hybrid drive configuration. [Diagram 5] 1 is a schematic depiction of a hybrid vehicle powertrain in a series hybrid drive configuration. [Figure 6] 5 shows an example of a map implemented in the acoustics management module of FIG. 1 and used in the case of the parallel hybrid drive configuration described in FIG. 4. [Figure 7] FIG. 6 shows an example of a first map implemented in the acoustics management module of FIG. 1 and used for the series hybrid drive configuration described in FIG. 5. [Figure 8] FIG. 6 shows an example of a second map implemented in the acoustics management module of FIG. 1 and used for the series hybrid drive configuration described in FIG. 5. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] First, it should be noted that the figures present the invention in detail with respect to its implementation forms, and that these figures can, of course, be used to better define the invention, where appropriate. It should also be noted that these figures only show examples of how the invention can be implemented. Finally, the same reference numbers designate the same elements throughout the figures.

[0022] FIG. 1 shows a hybrid vehicle 1 comprising a powertrain equipped with an internal combustion engine 2 and an electric motor 4, and a system comprising at least one automated gearbox 6 for transmitting the engine torque to a set of wheels 8.

[0023] Among other things, the electric motor 4 is powered by an electrical energy storage element 5 formed by one or more on-board batteries.

[0024] If desired, in an example not shown here, the hybrid vehicle may employ a second electric motor forming a high voltage starter.

[0025] The hybrid vehicle is equipped with a powertrain management device 10 comprising a control unit 12 configured to define at least one powertrain operating parameter 100 .

[0026] The operating parameters 100 may consist of speed and / or torque values ​​for the internal combustion engine 2 or the operating parameters 100 may consist of ratio values ​​for the automated gearbox 6 .

[0027] The operating parameters 100 are determined by taking into account input data 7 characterizing the state of the vehicle at a given moment and by taking into account management laws specific to the on-board modules in the control unit 12, which provide selection criteria for the operating parameters 100 based on the taken into account input data 7.

[0028] More specifically, the control unit 12 comprises several management modules 14, including at least one consumption management module 16 and an acoustics management module 18. In the example shown, the control unit 12 comprises four management modules 14, with a pollution control management module 20 and a driving comfort management module 22 in addition to the consumption and acoustics management modules set out above.

[0029] Each management module 14 is implemented with at least one specific map 24 or database that is separate from the maps implemented in the other management modules 14 and provides as a module output selection criteria 26 for operational parameters based on the input data and the specific map or database taken into account. Examples of maps 24 and operational parameter selection criteria 26 based on input data are described in more detail below as part of the detailed description of the acoustics management module 18.

[0030] The control unit is driven by an Energy Management Law (EML) software program configured to process the various selection criteria 26 recovered at the output of the management module 14 and therefore to determine the powertrain operating parameters 100 that satisfy each of the constraints imposed by the criteria of the management module.

[0031] The control unit also comprises input data recovery means 7 which may consist of sensors specific to the management device 10 according to the invention or of communication means able to recover data measured by the vehicle's sensors 28, 29.

[0032] As non-limiting examples, the input data 7 of the energy management law in the control unit 12 could be a request from the driver, whether this is a braking request or an acceleration request, external or internal temperature data, or navigation information, for example to define the gradient of the road on which the vehicle is traveling.

[0033] In particular, the request from the driver may be determined by the value of the depression of the vehicle's accelerator pedal, or alternatively, the depression of the vehicle's brake pedal, the temperature data may be determined via the vehicle's temperature sensor 28, and the navigation information may be data recovered from the navigation software or from the tilt sensor 29, which is not a limitation of the present invention.

[0034] Another input 7 is the state of charge SOC of the battery. This other input data is explained elsewhere insofar as it may have an impact different from the other data on the powertrain management, in particular by modifying the constraints imposed by a given management module 14 and / or by modifying the considered maps 24 in the acoustics management module 18.

[0035] As already stated, the energy management law, i.e. the software driving the control unit, can act on three different levers, namely gearbox ratio selection, internal combustion engine torque value and electric motor torque value. More precisely, the energy management law acts on one or another of these levers depending on the type of hybrid powertrain currently used in the vehicle, i.e. parallel or series hybrid drive depending on whether the internal combustion engine is directly engaged with a set of wheels via a gearbox or not.

[0036] Each of the management modules 14 is implemented with a map or database that allows permissions or privilege operating parameters to be defined in correlation with the type of management supported.

[0037] As an example, for a given vehicle speed, a degree of acceleration commanded by the driver, and a given vehicle environmental context of the vehicle, the consumption management module allows or prohibits a gearbox ratio or an internal combustion engine speed such that the gearbox ratio or the internal combustion engine speed produces a powertrain operation that contributes to low vehicle consumption. Similarly, the pollution control management module and the driving comfort management module can allow or prohibit other gearbox ratios or other internal combustion engine speeds in the same context such that the other gearbox ratios or other internal combustion engine speeds produce a powertrain operation that contributes to low CO2 emissions or a desired vehicle performance, respectively.

[0038] According to the invention, the control unit comprises an acoustics management module 18 whose function is to inject energy management law constraints dimensioned to limit the acoustic mismatch. For this purpose, the acoustics management module is implemented with several maps 24, any of which may be taken into account by the management module based on the charge level of the electric energy storage element and / or based on the type of hybrid powertrain currently implemented by the hybrid vehicle.

[0039] Examples of maps 24 implemented in acoustics management module 18 are described in more detail below with reference to Figures 6-8 through several different examples.

[0040] Each map 24 implemented in the acoustics management module 18 is empirically accumulated on a test bench or via digital analysis using decibel tests to check whether, for each gear ratio or engine speed at a given vehicle speed or given vehicle acceleration, the differences found between the observed internal combustion engine noise and the theoretical noise expected by the user create an acoustic mismatch.

[0041] To optimise the powertrain's energy efficiency, the energy management law, i.e. the control unit's software, searches for a high-power operating point of the internal combustion engine to quickly recharge the battery, which implies a high engine speed, inter alia, when the powertrain is equipped with a four- or five-speed gearbox.

[0042] Due to additional constraints imposed on the energy management law by the acoustics management module, or in other words, due to selection criteria 26 for the operating parameters imposed by the acoustics management module, the energy management law can be configured to avoid selecting a gearbox ratio that is too low to achieve the desired operating point.

[0043] Next, with reference to FIG. 2, the feature of the invention whereby the management device considers the state of charge of the battery accordingly will be disclosed in more detail.

[0044] The energy management law EML starts with a first phase 101 during which an instantaneous battery state of charge value SOC is compared with a first threshold value S1. Various instantaneous or threshold values ​​may be expressed, inter alia, as a percentage of the total battery charge, and in this context the first threshold value S1 may be of the order of 50%.

[0045] If the instantaneous value SOC is greater than the first threshold value S1, the vehicle may be considered to be in an all-electric phase and it is not necessary to drive the internal combustion engine of the powertrain to power the electric energy storage element. The electric phase of the vehicle does not generate noise from the internal combustion engine and acoustic mismatches are not noticed by the user. In this case, the energy management law EML assumes a first configuration EML-1 in which the required torque is provided only by the electric motor and the operating criteria are generated at least by the consumption management module 16, which concerns only the operation of the electric motor and thus does not take into account the constraints inherent in the acoustics management module.

[0046] If the instantaneous value SOC is less than the first threshold value S1, the vehicle may be considered to be in a hybridization phase during which it is desirable to run the internal combustion engine in order to recharge the battery outside the critical state of the vehicle.

[0047] A second stage 102 is then performed during which the instantaneous state of charge value SOC of the battery is compared with a second threshold value S2 strictly lower than the first threshold value S1. By way of example, the second value S2 may be smaller than 10% and more particularly equal to 1%. In other words, this second threshold value corresponds to a deeply discharged battery.

[0048] If the instantaneous value SOC is greater than the second threshold value S2, the vehicle can be considered to be in a conventional hybridization phase in which the internal combustion engine of the powertrain is switched on to at least power the electric energy storage element and, if necessary, also to help generate torque at the wheels of the vehicle. In this phase of recharging the electric energy storage element, there is a risk of high revs generating noises that do not correspond to what the driver intuitively thinks to be the instantaneous speed and acceleration of the vehicle, especially when the number of gearbox ratios is at most around 4 or 5.

[0049] In this case, the energy management law EML assumes a second configuration EML-2 in which operating instructions are sent to both the electric motor and the internal combustion engine to transmit the required torque to the wheels, and specific internal combustion engine operating criteria are generated by several management modules 14, including the acoustics management module 18.

[0050] If the instantaneous value SOC is smaller than the second threshold value S2, the vehicle may be considered to be in a state of critical autonomy and the energy management law switches to a priority mode in which importance is given to the recovery or conservation of electric energy. In this case, the energy management law EML assumes a third configuration (EML-3) in which operating instructions are sent to both the electric motor and the internal combustion engine to provide the required torque to the wheels and to bring about maximum recharging energy for the energy storage device, the concept of acoustics being put aside in this case and constraints that may be imposed by the acoustics management module being ignored by the control unit and the energy management law.

[0051] In the example shown, the first threshold S1 is of the order of 50% and the second threshold S2 is of the order of 1%, but it should be noted that the thresholds may vary according to the type of vehicle, and in particular according to the type of rechargeable battery present on the vehicle.

[0052] From the above, according to the present invention, the inclusion of constraints imposed by acoustic considerations in the energy management law is based on the battery charge level, and acoustic constraints may not be taken into account in the event of an excessively low battery charge due to the influence of priorities regarding vehicle autonomy.

[0053] Alternatively, the inclusion of constraints imposed by acoustic considerations in the energy management law may be based on parameters other than battery charge level, for example, component reliability (maximum temperature that can be tolerated by a particular component, maximum power output of a particular component, maximum speed of a particular component), or other criteria that may be selected in a non-limiting manner from power levels corresponding to driver desires, internal combustion engine pollution control constraints (e.g., intrusive diagnostics that may only be performed in a particular torque range or with a particular gearbox ratio), etc.

[0054] Now, with reference to FIG. 3, it will be explained in more detail how the energy management law operates in the second configuration EML-2 described above, i.e. how the maps 24 implemented in the acoustics management module 18 are taken into account by the control unit 12 of the management device 10 to define the operating parameters 100 of the powertrain.

[0055] In this second configuration EML-2, the acoustics management module 18 intervenes to define operating parameters for the powertrain, which operating parameters 100 can vary between the internal combustion engine operating speed and the gearbox ratio depending on the type of hybrid powertrain and whether the internal combustion engine is engaged with a set of wheels via a gearbox or not.

[0056] Thus, in a first operating step 201 of the energy management law in this second configuration, the management device 10 determines whether the powertrain is in the first parallel hybrid mode M1 or the second series hybrid mode M2.

[0057] In the first parallel hybrid mode M1, the powertrain configuration is identical to that shown in Figure 4. The internal combustion engine is implemented in such a way that a part of the energy delivered by the internal combustion engine is used to recharge the electrical energy storage element 5 and another part of the energy delivered by the internal combustion engine is used to directly supply torque to the wheels.

[0058] The gearbox ratio is engaged with the output shaft of the internal combustion engine to transmit torque to a set of wheels, thereby linking the internal combustion engine operation on the one hand to vehicle speed and acceleration on the other.

[0059] The acoustics management module 18 then uses a first map 241 which is unique in that it imposes constraints on the gear shifting of the gearbox, more specifically, it imposes a minimum ratio below which the gearbox must not be configured so that the ratio finally selected by the control unit 12 does not create an acoustic mismatch for the driver and passengers in the vehicle.

[0060] An example of a first map 241 is shown in Figure 6. Powertrain operating parameters 100 are entered into each of the boxes corresponding to a given vehicle speed found on the x-axis of the table, and vehicle acceleration found on the y-axis of the table, where acceleration corresponds to a percentage of maximum acceleration, i.e., a percentage of maximum accelerator pedal depression by the driver, if applicable.

[0061] Each operating parameter 100 here is a minimum gear ratio to be respected, presented here in the form of a first ratio Rx, a second ratio Ry or a third ratio Rz.

[0062] As an example, in the second configuration EML-2 of the energy management law, the first map 241 is such that, for a vehicle speed of around 65 km / h, the acoustics management module 18 prevents the control unit 12 from selecting a gearbox ratio lower than the ratio Rx for a required acceleration of around 65%, and a gearbox ratio lower than the ratio Ry for a required acceleration of around 15%.

[0063] The constraints imposed in the definition of the operating parameters are then sent to the control unit 12 and the energy management laws forming the control unit software take into account the minimum ratios Rx, Ry, Rz to be respected according to the operating conditions of the vehicle.

[0064] As disclosed above, the control unit 12 also takes into account the constraints or recommendations imposed by the other management modules 14, in particular the consumption management module 16. It will be understood that the gear shift law, or in other words the first map 241 implemented in the acoustics management module and used in the first parallel hybridization mode M1, allows the energy management law and the control unit 12 to optimize the instantaneous operation of the internal combustion and electric motors, i.e. the distribution of torques and speeds between the different motors, and therefore the fuel consumption of the vehicle, for the speed and acceleration desired by the driver, taking into account the criteria defined by the acoustics; for a given speed, the lower the gearbox ratio, the higher the rpm must be to induce a noise that is consistent for the user.

[0065] In the second series hybrid mode M2, the powertrain configuration is identical to that shown in Figure 5. The internal combustion engine is decoupled from the set of wheels and is implemented in such a way that the energy delivered by the internal combustion engine is used to recharge the electrical energy storage element 5, if necessary, via the second electric motor forming a high-voltage starter, and the torque to the wheels is provided exclusively by the main electric motor.

[0066] In this second mode, where no gear ratio is engaged between the engine and the set of wheels, engine speed and torque can be set independent of vehicle speed and acceleration.

[0067] The acoustics management module 18 then uses two other specific maps 242, 243, distinct from the first map 241 previously described.

[0068] More specifically, the acoustics management module 18 uses a second map 242, which is unique in that it imposes constraints on the engine speed and specifies a maximum engine speed based on the vehicle speed and wheel torque requested by the driver. The objective is to ensure that the engine speed finally defined by the control unit 12 is lower than the maximum value allowed by the acoustics management module 18, as long as the energy management law is in a second configuration EML-2 that allows the constraints imposed by the acoustics management module to be taken into account.

[0069] Similarly, the acoustics management module 18 uses a third map 243, which is unique in that it imposes constraints on the engine torque and specifies a maximum engine torque based on the vehicle speed and wheel torque requested by the driver. The objective is to ensure that the engine torque finally defined by the control unit 12 is lower than the maximum value allowed by the acoustics management module 18, as long as the energy management law is in a second configuration EML-2 that allows the constraints imposed by the acoustics management module to be taken into account.

[0070] An example of the second map 242 is shown in Figure 7 and an example of the third map is shown in Figure 8. Powertrain operating parameters 100 are entered into each of the boxes of these maps that correspond to a given vehicle speed, which is found on the x-axis of the table, and a required wheel torque, which is found on the y-axis of the table.

[0071] In the second map 242, each operating parameter 100 is a maximum engine speed to be respected, here presented in the form of different successive speeds R1, R2, ..., R6. By way of example, in the second configuration EML-2 of the energy management law, the second map 242 is such that for a vehicle speed of the order of 40 km / h, the acoustics management module 18 prevents the control unit 12 from selecting an internal combustion engine speed greater than speed R1 for zero wheel torque and an internal combustion engine speed greater than speed R5 for a wheel torque of the order of 200 Nm.

[0072] In the third map 243, each operating parameter 100 is a maximum operating torque of the internal combustion engine to be respected, here presented in the form of different successive speeds C1, C2, ..., C9, where the maximum operating torque corresponds to a percentage of the maximum available torque. By way of example, in the second configuration EML-2 of the energy management law, the third map 243 is such that for a vehicle speed of the order of 40 km / h, the acoustics management module 18 prevents the control unit 12 from selecting an internal combustion engine operating torque higher than an operating torque value of the order of C1% of the maximum available torque for a wheel torque of the order of 400 Nm and an internal combustion engine operating torque higher than an operating torque value of the order of C6% of the maximum available torque for a wheel torque of the order of 1200 Nm.

[0073] The constraints imposed in the definition of the operating parameters are then sent to the control unit 12, and the energy management laws forming the control unit software take into account, on the one hand, maximum speeds R1, ... R6 which should not be exceeded, and, on the other hand, maximum torques C1, ... C9 which should not be exceeded, according to the operating conditions of the vehicle.

[0074] As disclosed above, the control unit 12 also takes into account the constraints or recommendations imposed by the other management modules 14, in particular the consumption management module 16. The criteria for defining the powertrain operating parameters, i.e. the maximum torque and maximum engine speed imposed by the maps 242, 243 implemented in the acoustics management module 18 and used in the second serial hybridization mode M2, allow the energy management laws and the control unit 12 to optimize the instantaneous operation of the internal combustion and electric motors, i.e. the torque and speed distribution, and therefore the consumption of the vehicle, for the speed and acceleration desired by the driver, taking into account the criteria prescribed by the acoustics.

[0075] The maps 242, 243 associated with the series hybridization mode may also be specific in that when the vehicle speed input data is within a given range of values, for example between 25 km / h and 60 km / h, the maps 242, 243 require an operating parameter, such as the internal combustion engine speed, to be equal or substantially equal to a corresponding operating parameter resulting from the ratio imposed by the first map in the parallel hybridization mode for the same speed. In this way, it is possible to switch from one hybridization mode to another that is consistent for the user, i.e., has no acoustic mismatch, particularly when the battery's state of charge changes from one side of the first threshold S1 to the other. This range of speed values ​​may be set on a vehicle basis. This is due to the fact that the parallel hybrid mode cannot operate below a certain speed that is specific to the chosen hybrid technology due to the low gear ratio. In the low speed range, the parallel hybrid mode is not possible, in the high speed range the parallel mode is almost systematically preferred for fuel consumption reasons, and in the intermediate range between about 25 and 60 km / h, for example, the two modes can coexist and the acoustics module provides speed continuity between the two modes to ensure acoustic progressivity.

[0076] The present invention, as just disclosed, achieves its stated objectives and makes it possible to provide a device for managing a hybrid vehicle powertrain, in which a control unit and associated energy management laws are capable of defining powertrain operating parameters that take into account constraints imposed by acoustics, and in particular of ensuring that the engine noise perceived by the customer is in tune with the vehicle speed and acceleration requirements.

[0077] Of course, the invention is not limited to the means and configurations disclosed and shown herein, but also applies to any equivalent means or configurations and any combination of such means, as long as they have the characteristics presented herein, so that, as long as, according to the invention, an acoustics management module is provided in the management device to impose acoustic constraints in the selection of operating parameters for the powertrain, variants not disclosed here may be implemented without departing from the context of the invention.

[0078] As non-limiting examples of possible variations of the invention, the acoustics management module may be parameterized with more maps than those disclosed and shown, in order to refine the constraints imposed on the selection of operating parameters based on, among other things, the load level of the electrical energy storage element. Intermediate thresholds may be set, and standard mode and degraded mode maps may be implemented to be selectively taken into account depending on whether the charge level of the electrical energy storage element is below or above these intermediate thresholds.

Claims

1. A device (10) for managing a powertrain of a hybrid vehicle (1), comprising a control unit (12) configured to define operating parameters (100) of said powertrain according to instantaneous input data (7) related to said vehicle, said control unit (12) comprising at least one consumption management module (16), in which at least one database of an internal combustion engine is implemented, which determines said operating parameters (100) of said powertrain in relation to consumption values ​​of said vehicle, the control unit (12) further comprises an acoustics management module (18) in which at least one map (24, 241, 242, 243) for determining the operating parameters of the powertrain for a given acoustic value is implemented, and the control unit (12) is configured to define the operating parameters of the powertrain by taking into account data from the maps (24, 241, 242, 243) of the acoustics management module (18) combined with data from the database of the consumption management module (16), Device (10).

2. 2. The management device (10) according to claim 1, characterized in that the control unit (12) is configured to take into account data from the maps (24, 241, 242, 243) of the acoustics management module (18) in addition to data from the database of the consumption management module (16) based on the state of charge (SOC) of the electrical energy storage element (5).

3. 3. The management device (10) according to claim 2, characterized in that the control unit (12) is configured to take into account the data from the maps (24, 241, 242, 243) of the acoustics management module (18) in addition to the data from the database of the consumption management module (16) when the state of charge (SOC) of the battery is both below a first threshold (S1) and above a second threshold (S2) strictly lower than the first threshold (S1).

4. 4. The management device (10) according to claim 1, wherein the acoustics management module (18) comprises at least one map (241) corresponding to the operation of the internal combustion engine in parallel hybridization and at least one map (242, 243) corresponding to the operation of the internal combustion engine in serial hybridization.

5. 5. The management device (10) according to claim 4, characterized in that the at least one map (241) corresponding to the operation of the internal combustion engine in parallel hybridization indicates minimum gearbox ratios (Rx, Ry, Rz) to be respected based on the speed and acceleration of the vehicle.

6. 5. The management device (10) of claim 4, wherein one map (242) corresponding to the operation of the internal combustion engine in series hybridization indicates maximum internal combustion engine speeds (R1, R2, ... R6) that should not be exceeded based on the speed of the vehicle and the torque at the vehicle wheels, and another map (243) corresponding to the operation of the internal combustion engine in series hybridization indicates maximum internal combustion engine torques (C1, C2, ... C9) that should be respected based on the speed of the vehicle and the torque at the vehicle wheels.

7. 5. The management device (10) of claim 4, characterized in that for a given type of hybridization, the acoustics management module (18) comprises two separate maps that are selectively implemented based on the state of charge (SOC) of the electrical energy storage element (5) relative to an intermediate threshold, a standard operating map for a state of charge of the electrical energy storage element above the intermediate threshold and a degraded operating map for a state of charge of the electrical energy storage element below the intermediate threshold.

8. A hybrid motor vehicle (1) comprising a management device (10) according to any one of claims 1 to 3.

9. 4. A method for managing a powertrain of a hybrid vehicle (1) equipped with a management device (10) according to any one of claims 1 to 3, wherein it is possible to define operating parameters (100) of the powertrain based on acoustic data, the state of charge (SOC) of an electrical energy storage element (5) intended to power an electric motor (4) of the powertrain being determined, and the operating parameters (100) of the powertrain being defined based on acoustic data when the state of charge (SOC) of the electrical energy storage element (5) falls below a first threshold (S1) between electric and hybrid driving, on the one hand, and exceeds a second threshold (S2) forming a critical threshold for prioritizing electric recharging by an internal combustion engine of the hybrid vehicle, on the other hand.

10. 10. The management method according to claim 9, wherein during the method, reference is made to a map (241) of a first type implemented in the acoustics management module (18) corresponding to a minimum gearbox ratio level (Rx, Ry, Rz) when the hybrid vehicle (1) is configured in a parallel hybrid drive type, and during the method, reference is made to maps (242, 243) of a second type implemented in the acoustics management module (18) corresponding to a maximum engine torque (C1, C2, ... C9) or engine speed (R1, ... R6) level when the hybrid vehicle (1) is configured in a first series hybrid drive type.

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