System for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle including at least one electric machine, corresponding method and hybrid vehicle

Abstract

A system for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle including the internal combustion engine and an electric propulsion system comprising at least one electric machine and an electric battery associated with said electric machine are described. The drive torque over-generation is generated by the internal combustion engine upon release of an acceleration command. The system for managing a drive torque over-generation comprises electronic control means arranged to, among other things: - when a maximum torque value receivable by the electric propulsion system is less than a current drive torque value generated by the internal combustion engine: a) delay an ignition advance of the internal combustion engine of the hybrid vehicle; b) provide the electric machine with the overall value of drive torque applied to the at least one wheel and control the electric machine so that it generates a counteracting drive torque having opposite direction to the overall drive torque applied to the at least one wheel received, so that only part of the overall drive torque applied to the at least one wheel received by the electric machine is actually converted by the electric machine into electric energy to be stored in the battery.

Description

[0001] System for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle including at least one electric machine, corresponding method and hybrid vehicle

[0002] Technical sector

[0003] The present invention generally fits in the field of hybrid vehicles. In particular, the invention refers to a system for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle including at least one electric machine, a corresponding method and to a hybrid vehicle.

[0004] Prior art

[0005] It is known in the field of vehicles provided with at least one internal combustion engine that, upon release of an acceleration command by the user, a drive torque over-generation by the internal combustion engine occurs, with respect to a drive torque desired / requested by the driver.

[0006] This phenomenon of drive torque over-generation is due to the physical reaction delays of the combustion engine (commands, flow inertia, thermodynamics,...).

[0007] The release of an acceleration command by the user can be understood as a torque reduction command requested by the driver, generally associated with an at least partial release of the accelerator pedal. This torque reduction command is also known in the sector by the name of “tip-out”. For example, in the case of turbocharged engines, whenever a “tip-out” manoeuvre is carried out under supercharging conditions, torque over-generation is considerable. This over-generation is clearly present even in conditions of lack of supercharging, but to a lesser extent.

[0008] This phenomenon is, for example, observable in figure 1. In particular, in the graph of figure 1 it is possible to observe a trend 100 representative of the actuation of an acceleration command, a trend 102 representative of the drive torque desired / requested by the driver and a trend 104 representative of the driv25e torque over-generation generated by the internal combustion engine in the “tip-out” situation. This drive torque over-generation generated by the internal combustion engine contributes to the drive torque actually applied to at least one wheel of the vehicle.

[0009] As can be observed in figure 1, due to the over-generation of drive torque by the internal combustion engine, there is a discrepancy 106 between the trend 102 representative of the drive torque desired by the driver and the trend 104 representative of the drive torque overgeneration generated by the internal combustion engine in the “tip-out” situation.

[0010] In the vehicles provided with only an internal combustion engine, two possible strategies can be used to compensate for this drive torque over-generation by the internal combustion engine:

[0011] 1. the internal combustion engine is discharged by wasting the amount of excess drive torque, by means of an ignition spark delay action;

[0012] 2. the air charge present in the air / fuel mixture provided to the internal combustion engine is reduced.

[0013] By spark it is intended to mean for example the spark generated by at least one spark plug of the internal combustion engine.

[0014] Disadvantageously, the above strategies are not efficient in terms of fuel consumption as a large amount of potential energy is quickly wasted. In addition, some systems, such as variable geometry turbines, also require a very slow variation of the air charge during the “tip- out”, with a consequent over-elongation of the acceleration of the vehicle that the driver may experience.

[0015] In the hybrid vehicles provided with both an internal combustion engine and an electric machine coupled to a battery, the following strategy can be used to compensate for this drive torque over-generation by the combustion engine:

[0016] - to use the electric machine to try to convert all the over-generation of torque generated by the internal combustion engine into electric energy to be stored in said battery associated with the electric machine.

[0017] A situation in which an electric machine receives drive torque from the vehicle wheels is illustrated for example in figure 2.

[0018] As can be observed in figure 2, the hybrid vehicle may comprise a fuel tank 200, the internal combustion engine 202, a dual-clutch gearbox 204, the electric machine 206, the battery 208, a drive shaft 210 connected to the wheels 212 of the vehicle. In figure 2, the direction of the arrows indicates the direction of the drive torque (provided / received).

[0019] In case of a dual-clutch gearbox, as configured in figure 2, the electric machine can for example use any of the even gears to receive the drive torque actually applied to the wheels, which must be converted into electric energy to recharge the battery.

[0020] Advantageously, in terms of fuel consumption there is a reduction compared to the strategies used with the vehicles provided with only an internal combustion engine as it is tried to convert the over-generation of torque into electric energy to be stored in the battery for later use. However, this strategy has the disadvantage that the use of the electric machine alone to regenerate the over-generation of torque by the internal combustion engine involves in most cases a violation of the power limits of the battery. In this case, once the battery power limits have been reached, it will not be possible to convert further torque over-generation into electric energy to be stored in the battery, resulting in increased consumption and overelongation of the vehicle acceleration that the driver can feel.

[0021] This situation is illustrated, for example, in figure 3. Starting from the top, in the first graph it is possible to observe the trend 300 representative of the actuation of an acceleration command. The second graph illustrates the trend 302 representative of the drive torque de- sired / required by the driver and the trend 304 of the drive torque actually provided to the wheels following a partial conversion by the electric machine of the electric propulsion system of the torque provided to the at least one wheel of the vehicle. As described above, the over-generation of torque generated by the internal combustion engine contributes to the drive torque actually provided to the wheels. As can be observed in said second graph, the trend 302 representative of the drive torque desired / requested by the driver and the trend 304 of the drive torque actually provided to the wheels following a partial conversion by the electric propulsion system initially coincide. However, at some point, there is a discrepancy 306 between the trend 302 and the trend 304. This discrepancy is due to the fact that, as can be observed in the third graph, at instant tl the battery power reached its power limit LIM and the electric machine was no longer able to regenerate the over-generation of torque into electric energy that can be stored in the battery.

[0022] Summary of the invention

[0023] An object of the present invention is therefore to provide a solution that allows to compensate for the over-generation of torque generated by an internal combustion engine in a hybrid vehicle, while obtaining an efficient fuel consumption and avoiding a violation of the power limits of a battery of the hybrid system of the vehicle.

[0024] In particular, the present invention allows to solve the problem concerning over-elongation in acceleration during the “tip-out” manoeuvres, in such a way that the comfort of a driver of a hybrid vehicle, e.g. a sports vehicle, is not compromised, and to improve the energy management of a hybrid vehicle, e.g. a mild-hybrid vehicle.

[0025] To obtain this result, the present invention is based on the concept of realizing, during a “tip- out” transient, a combined control of the drive torque of the electric machine and of the thermal advance of the spark of the combustion engine, so as to allow the system to optimize the charge of the battery without deviations from an actual torque request by the driver and from the power limits of the battery. This aspect is essential to obtain good drivability especially for variable geometry turbines without “wastegate”, which require a very slow variation in air flow to contain the axial loads of the turbine.

[0026] In other words, the present invention allows the maximum amount of energy to be recovered during each “tip-out” manoeuvre, without violations on the torque to the wheels and battery charge limits. Thanks to the recovered energy, both fuel economy and comfort during sporty driving are improved.

[0027] In summary, compared to the known solutions, the present invention considers an estimate of a maximum availability of torque during the “tip-out” manoeuvre, in order to maximize energy recovery and thus avoiding a waste of all the over-generation of potential torque of the internal combustion engine (air flow torque) through the advance of the spark that controls the ignition efficiency.

[0028] The aforementioned and other objects and advantages are achieved, according to an aspect of the invention, by a system for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle having the features defined in claim 1, according to a further aspect of the invention, by a method implemented through electronic control means, for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle having the features defined in claim 8, and by a hybrid vehicle having the features defined in claim 10. Preferred embodiments of the invention are defined in the dependent claims, the content of which are to be understood as an integral part of this description.

[0029] Brief description of the drawings

[0030] The functional and structural features of some preferred embodiments of a system for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle, a corresponding method and a hybrid vehicle according to the invention will now be described. Reference is made to the appended drawings, wherein:

[0031] - figure 1 illustrates graphs relating to a torque over-generation condition during a “tip-out” transient;

[0032] - figure 2 illustrates an exemplary situation in which an electric machine receives drive torque from the wheels of the vehicle;

[0033] - figure 3 illustrates graphs relating to the management of a torque over-generation condition during a “tip-out” transient according to the known art;

[0034] - figure 4 illustrates graphs relating to the management of the torque over-generation condition during a “tip-out” transient according to the present invention. Detailed description

[0035] Before explaining in detail a plurality of embodiments of the invention, it should be clarified that the invention is not limited in its application to the construction details and to the configuration of the components provided in the following description or illustrated in the drawings. The invention may assume other embodiments and may be implemented or achieved in essentially different ways. It should also be understood that the phraseology and terminology have descriptive purposes and should not be construed as limiting. The use of “include” and “comprise” and their variations are to be understood as including the elements enunciated below and their equivalents, as well as additional elements and equivalents thereof.

[0036] A first embodiment of a system for managing an over-generation of drive torque of an internal combustion engine in a hybrid vehicle is described below.

[0037] In particular, the hybrid vehicle comprises the internal combustion engine and an electric propulsion system comprising at least one electric machine and an electric battery associated with said electric machine.

[0038] The internal combustion engine and the at least one electric machine are arranged to generate respective drive torques to at least one wheel of the vehicle in response to the actuation of an acceleration command.

[0039] The drive torque over-generation is generated by said internal combustion engine upon release of said acceleration command of said hybrid vehicle by a driver. For example, a release of said acceleration command of said hybrid vehicle by a driver may occur when the driver reduces, at least partially, the pressure exerted by the foot on an accelerator of the vehicle.

[0040] In this first embodiment, the system for managing a drive torque over-generation comprises electronic control means arranged to, when said acceleration command has been released and a current drive torque value generated by said internal combustion engine contributing to an overall value of drive torque applied to said at least one wheel is greater than a predetermined target drive torque value:

[0041] - compare a maximum torque value receivable by the electric propulsion system and said current drive torque value generated by said internal combustion engine;

[0042] - when the maximum torque value receivable by the electric propulsion system is less than the current drive torque value generated by said internal combustion engine: a) delay an ignition advance of the internal combustion engine of the hybrid vehicle, as a result of which the current drive torque value generated by the internal combustion engine is reduced and, consequently, the overall value of drive torque applied to said at least one wheel is reduced; b) provide said electric machine with the overall value of drive torque applied to said at least one wheel and control said electric machine so that it generates a counteracting drive torque having opposite direction to said overall drive torque applied to said at least one wheel received, so that only part of said overall drive torque applied to said at least one wheel received by said electric machine is actually converted by said electric machine into electric energy to be stored in said battery, wherein, as a result of said conversion the overall value of drive torque applied to said at least one wheel is reduced.

[0043] The part of the counteracting drive torque applied / generated by said electric machine may be the one that allows generating as much electric energy as possible through the conversion of said part of the overall drive torque applied to said at least one wheel received by said electric machine, optimising the energy balance of the manoeuvre.

[0044] In particular, as a consequence of the actions described in points a) and b), the overall value of drive torque applied to said at least one wheel may substantially correspond to said predetermined target drive torque value.

[0045] Thanks to the fact that only part of said overall drive torque applied to said at least one wheel received is actually converted by said electric machine into electric energy to be stored in said battery, it can be ensured the fact that the battery power limits are not violated.

[0046] For example, in step b) said electric machine can be controlled in pairs. A hybrid HCP control knowing the power limits of the battery, the revolutions of the electric machine and the efficiency of the same can determine a torque value to be commanded. Once this value has been determined, the HCP hybrid control can communicate the target torque value to an MCU inverter by operating the electric machine.

[0047] For example, in figure 4 it is exemplarily shown how a case of torque over-generation, during “tip-out”, can be managed according to the present invention. Starting from the top, in the first graph of figure 4 it is possible to observe the trend 400 representative of the actuation of an acceleration command. The second graph illustrates the trend 402 representative of the drive torque desired / required by the driver and the trend 404 representative of the overall torque value that would be provided to the at least one wheel of the hybrid vehicle, if the present invention were not applied. Such overall drive torque that would be provided to the at least one wheel of the hybrid vehicle comprises the drive torque over-generation generated by the internal combustion engine. The third graph illustrates the trend 406 of the overall value of drive torque that would be provided to the at least one wheel of the hybrid vehicle, which takes into account the drive torque over-generation generated by the internal combustion engine following a delay in the ignition advance of the internal combustion engine of the hybrid vehicle. The fourth graph illustrates the trend of the power received by the battery with respect to its receivable power limit LIM. As can be observed in this graph, the battery power 408 never exceeds (in absolute value) its battery limit LIM throughout the over-generation management step. The fifth graph illustrates the trend 410 of the command of actuation of the electric machine. The fact that the battery never exceeds (in absolute value) its battery limit during the entire over-generation management step is due to the control of the electric machine shown in the fourth graph. In particular, as can be observed in the fourth graph, at instant tl the electric machine is controlled so as to generate a counteracting drive torque having an opposite direction to said overall drive torque applied to said at least one wheel received, so as to reduce the actual drive torque to be converted. The sixth and last graph illustrates the trend 402 representative of the drive torque desired / requested by the driver and the trend 412 representative of the drive torque actually applied to said at least one wheel following a management of the drive torque over-generation according to the present invention. As can be observed in said sixth graph, the trend 402 representative of the drive torque desired by the driver and the trend 412 representative of the drive torque actually applied to said at least one wheel obtained by managing the ignition advance of the internal combustion engine of the hybrid vehicle of step a) and the control of said electric machine according to step b) are coinciding.

[0048] Preferably, when the maximum torque value receivable by the electric propulsion system is less than the current drive torque value generated by said internal combustion engine, the electronic control means can also be arranged to: c) reduce an amount of air of the air / fuel mixture fed to the internal combustion engine, as a result of which the drive torque generated by the internal combustion engine is reduced and, consequently, the overall value of drive torque applied to said at least one wheel is reduced.

[0049] The reduction made may take into account any hardware limits from the compression of the hybrid vehicle turbo or from appropriate thermodynamic limits.

[0050] Preferably, the maximum torque value receivable by the electric propulsion system can be determined as a function of at least one of the following parameters:

[0051] - a current charging power of battery associated with the electric machine;

[0052] - a temperature value of said battery associated with the electric machine;

[0053] - a performance limit value due to a hardware of the electric machine.

[0054] For example, the performance limit value due to the hardware of the electric machine may for example be the minimum torque value that the electric machine can provide at the level of a flywheel of the hybrid vehicle associated with said electric machine.

[0055] For example, the temperature value of said battery can be correlated to the use of the battery itself (for example a high frequency of transients or use of current) or to external environmental conditions.

[0056] Preferably, the electronic control means may be arranged to determine the current drive torque value generated by said internal combustion engine as a function of a predetermined drive torque generation pattern of said internal combustion engine. The drive torque generation pattern of said internal combustion engine may for example be a pattern defined by the manufacturer / designer of the internal combustion engine and / or may be obtained from appropriate internal combustion engine test steps. In particular, the drive torque pattern of the internal combustion engine can be based on physical patterns implemented on an engine control unit capable of calculating the torque as a function of the actuations (e.g. throttle, variators, turbo, ...) and environmental conditions (information known and measurable by sensors). This pattern is usually calibrated during the engine development steps and certified.

[0057] Preferably, in an alternative, the system for managing a drive torque over-generation may further comprise torque sensor means arranged to measure said current drive torque value generated by said internal combustion engine.

[0058] For example, the torque sensor means may be or comprise at least one torque sensor. For example, the torque sensor may be coupled to a drive shaft of the internal combustion engine.

[0059] Preferably, the torque sensor means can be arranged to transmit, to said electronic control means, a current drive torque signal or data indicative of the measured current drive torque value generated by said internal combustion engine.

[0060] Or, preferably, the torque sensor means can be arranged to transmit said current drive torque signal or data, to said electronic control means, according to a first predetermined transmission period.

[0061] In a further aspect, the present invention concerns a method implemented through electronic control means, for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle.

[0062] As already described above, the hybrid vehicle comprises the internal combustion engine and an electric propulsion system comprising at least one electric machine and an electric battery associated with said electric machine. The internal combustion engine and the electric machine are arranged to generate respective drive torques to at least one wheel of the vehicle in response to the actuation of an acceleration command. The drive torque overgeneration is generated by said internal combustion engine upon release of the acceleration command of said hybrid vehicle by a driver.

[0063] In a first embodiment, said method comprises the steps of:

[0064] - verifying whether said acceleration command has been released and comparing a current drive torque value generated by said internal combustion engine contributing to an overall value of drive torque applied to said at least one wheel and a predetermined target drive torque value;

[0065] - when said acceleration command has been released and the current drive torque value generated by said internal combustion engine is greater than the predetermined target drive torque value, comparing a maximum torque value receivable by the electric propulsion system and the current drive torque value generated by said internal combustion engine;

[0066] - when the maximum torque value receivable by the electric propulsion system is less than said current drive torque value generated by said internal combustion engine: a) delaying an ignition advance of the internal combustion engine of the hybrid vehicle, as a result of which the current drive torque value generated by the internal combustion engine is reduced and, consequently, the overall value of drive torque applied to said at least one wheel is reduced; b) providing said electric machine with the overall value of drive torque applied to said at least one wheel and control said electric machine so that it generates a counteracting drive torque having opposite direction to said overall drive torque applied to said at least one wheel received, so that only part of said overall drive torque applied to said at least one wheel received is actually converted by said electric machine into electric energy to be stored in said battery, wherein, as a result of said conversion the overall value of drive torque applied to said at least one wheel is reduced.

[0067] In particular, steps a) and b) can be carried out until, as a consequence of the reduction of the overall value of drive torque applied to said at least one wheel, said overall value of drive torque applied to said at least one wheel does not substantially correspond to said predetermined target drive torque value. Preferably, when the maximum torque value receivable by the electric propulsion system is less than said current drive torque value generated by said internal combustion engine, the method further comprises: c) reducing an amount of air of the air / fuel mixture fed to the internal combustion engine, as a result of which the drive torque generated by the internal combustion engine is reduced and, consequently, the overall value of drive torque applied to said at least one wheel is reduced.

[0068] All the embodiments described above for the system for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle and not repeated here, can be similarly applied to the method described above.

[0069] In a further aspect, the present invention concerns a hybrid vehicle comprising an internal combustion engine and an electric propulsion system comprising at least one electric machine and an electric battery associated with such electric machine. Again, the internal combustion engine and the at least one electric machine are arranged to generate respective drive torques to at least one wheel of the vehicle in response to the actuation of an acceleration command. The hybrid vehicle further comprises a system for managing a drive torque overgeneration of an internal combustion engine in a hybrid vehicle according to any one of the embodiments described above.

[0070] For example, the present invention may be applicable to internal combustion engines with controlled ignition.

[0071] The advantages achieved are therefore those of:

[0072] - thanks to the energy recovered during the “tip-out”, the availability of electric drive torque is greater during subsequent manoeuvres of the hybrid vehicle;

[0073] - better fuel saving on the emission cycle, since the amount of potential “tip out” energy is not wasted;

[0074] - compatibility of the hardware limits of a variable geometry turbine of the hybrid vehicle with a sporty driving; - opportunity to provide a negative torque to the engine during “tip out” or “coasting” manoeuvres, in the cases where the recovery of drive torque by the electric machine is not available due to the limits of the system (e.g. “top of charge” conditions). Various aspects and embodiments of a system for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle including at least one electric machine, a corresponding method and a hybrid vehicle according to the invention have been described. It is intended that each embodiment may be combined with any other embodiment. The invention, moreover, is not limited to the described embodiments, but may be varied within the scope defined by the appended claims.

Claims

CLAIMS1. System for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle including said internal combustion engine and an electric propulsion system comprising at least one electric machine and an electric battery associated with said electric machine, wherein said internal combustion engine and said electric machine are arranged to generate respective drive torques to at least one wheel of said vehicle in response to the actuation of an acceleration command; wherein said drive torque over-generation is generated by said internal combustion engine upon release of said acceleration command of said hybrid vehicle by a driver; wherein said system for managing a drive torque over-generation comprises electronic control means arranged to, when said acceleration command has been released and a current drive torque value generated by said internal combustion engine contributing to an overall value of drive torque applied to said at least one wheel is greater than a predetermined target drive torque value:- compare a maximum torque value receivable by the electric propulsion system and said current drive torque value generated by said internal combustion engine;- when the maximum torque value receivable by the electric propulsion system is less than the current drive torque value generated by said internal combustion engine: a) delay an ignition advance of the internal combustion engine of the hybrid vehicle, as a result of which the current drive torque value generated by the internal combustion engine is reduced and, consequently, the overall value of drive torque applied to said at least one wheel is reduced; b) provide said electric machine with the overall value of drive torque applied to said at least one wheel and control said electric machine so that it generates a counteracting drive torque having opposite direction to said overall drive torque applied to said at least one wheel received, so that only part of said overall drive torque applied to said at least one wheel received by said electric machine is actually converted by said electric machine into electric energy to be stored in said battery, wherein, as a result of said conversion the overall value of drive torque applied to said at least one wheel is reduced.

2. System according to claim 1, wherein, when the maximum torque value receivableby the electric propulsion system is less than said current drive torque value generated by said internal combustion engine, said electronic control means are further arranged to: c) reduce an amount of air of the air / fuel mixture fed to the internal combustion engine, as a result of which the drive torque generated by the internal combustion engine is reduced and, consequently, the overall value of drive torque applied to said at least one wheel is reduced.

3. System according to claim 1 or 2, wherein said maximum torque value receivable by the electric propulsion system is determined as a function of at least one of the following parameters:- a current charging power of battery associated with the electric machine;- a temperature value of said battery associated with the electric machine;- a performance limit value due to a hardware of the electric machine.

4. System according to any one of the preceding claims, wherein said electronic control means are arranged to determine said current drive torque value generated by said internal combustion engine as a function of a predetermined drive torque generation pattern of said internal combustion engine.

5. System according to any one of the preceding claims, further comprising torque sensor means arranged to measure said current drive torque value generated by said internal combustion engine.

6. System according to claim 5, wherein said torque sensor means are arranged to transmit, to said electronic control means, a current drive torque signal or data indicative of the current drive torque value generated by said internal combustion engine.

7. System according to claim 6, wherein said torque sensor means are arranged to transmit said current drive torque signal or data, to said electronic control means, according to a first predetermined transmission period.

8. Method implemented by means of electronic control means, for managing a drivetorque over-generation of an internal combustion engine in a hybrid vehicle including said internal combustion engine and an electric propulsion system comprising at least one electric machine and an electric battery associated with said electric machine, wherein said internal combustion engine and said electric machine are arranged to generate respective drive torques to at least one wheel of the vehicle in response to the actuation of an acceleration command; wherein said drive torque over-generation is generated upon release of said acceleration command of said hybrid vehicle by a driver; said method comprising the steps of:- verifying whether said acceleration command has been released and comparing a current drive torque value generated by said internal combustion engine contributing to an overall value of drive torque applied to said at least one wheel and a predetermined target drive torque value;- when said acceleration command has been released and the current drive torque value generated by said internal combustion engine is greater than the predetermined target drive torque value, comparing a maximum torque value receivable by the electric propulsion system and the current drive torque value generated by said internal combustion engine;- when the maximum torque value receivable by the electric propulsion system is less than said current drive torque value generated by said internal combustion engine: a) delaying an ignition advance of the internal combustion engine of the hybrid vehicle, as a result of which the current drive torque value generated by the internal combustion engine is reduced and, consequently, the overall value of drive torque applied to said at least one wheel is reduced; b) providing said electric machine with the overall value of drive torque applied to said at least one wheel and controlling said electric machine so that it generates a counteracting drive torque having opposite direction to said overall drive torque applied to said at least one wheel received, so that only part of said overall drive torque applied to said at least one wheel is actually converted by said electric machine into electric energy to be stored in said battery, wherein, as a result of said conversion the overall value of drive torque applied to said at least one wheel is reduced.

9. Method according to claim 8, wherein, when the maximum torque value receivableby the electric propulsion system is less than said current drive torque value generated by said internal combustion engine, the method further comprises: c) reducing an amount of air of the air / fuel mixture fed to the internal combustion engine, as a result of which the drive torque generated by the internal combustion engine is reduced and, consequently, the overall value of drive torque applied to said at least one wheel is reduced.

10. Hybrid vehicle comprising:- an internal combustion engine; - an electric propulsion system comprising at least one electric machine and an electric battery associated with said electric machine; wherein said internal combustion engine and said at least one electric machine are arranged to generate respective drive torques to at least one wheel of the vehicle in response to the actuation of an acceleration command; said hybrid vehicle further comprising:- a system for managing a drive torque over-generation of an internal combustion engine in a hybrid vehicle according to any one of claims 1 to 7.

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