152 results about "Hybrid powertrain" patented technology

An AI-connected-electrified (ACE) heavy truck system equipped with an intelligent multi-mode hybrid (iMMH) powertrain system and a vehicle supervision control strategy based on machine learning (ML) or reinforcement learning (RL) paradigm are presented. This system ensures industry-leading power and braking performance of the ACE heavy truck while automatically optimizes both energy saving and emission reduction based on the vehicle's dynamic driving data and 3D electronic map information of roads for any transport event. In this application, the conventional analog electronic control (AEC) method is replaced by a novel digital pulse control (DPC) method on the instantaneous power function of the engine. The DPC method converts the complex surface working conditions of the AEC engine of the hybrid vehicles into simpler pre-defined working condition lines of the DPC engine. Consequently, the multi-variable nonlinear technical problem of simultaneously optimizing real driving environment (RDE) fuel consumption and pollutant emissions of the ACE heavy truck is simplified into two decoupled quasi-liner optimization problems, and ensures the reduction of on-vehicle computing resources for real-time AI inference computation and the improvement of the optimal performance, the convergent rate, and the robustness of the corresponding fuel-saving algorithm for the trained ML model or the learned RL model. Ultimately, the ACE truck achieves in the engineering sense the global minimum RDE fuel consumption and pollutant emissions meeting the standard consistently at high performance to cost ratio for any transport event and the RDE fuel consumption is decoupled from the vehicle configuration parameters and the human driver.

A system for managing emissions of a vehicle includes a controller to perform: activating a heater responsive to a battery state of charge being at or above a predefined threshold, activating an air mover, causing the moving air to be heated to heat an aftertreatment system, receiving an aftertreatment system temperature responsive to activating the air mover, causing the engine to operate in a modified power mode where a power output of the engine is below a power output threshold, responsive to the temperature being at or above a first threshold and below a second threshold, causing the engine to operate the engine in a normal operating mode where the power output of the engine is at or above the power output threshold, responsive to the temperature being at or above the second threshold, and deactivating the heater when the temperature is at or above the second threshold.

A human-electric hybrid powertrain with a continuously variable transmission achieved with the use of a bevel planetary gearset. Two electric motors are utilized to produce a hybrid powertrain with either a driveshaft, chain, or belt driveline. The electric motors combine to produce an infinitely variable range of gear ratios and power assistance to the operator.

A dual-motor mixed-hybrid powertrain system, by performing pulse modulation control, i.e., series-hybrid intelligent start-stop control or parallel-hybrid intelligent power switching control, on the instantaneous power time-varying functions of an engine and a battery pack, can convert the surface working condition of an analog electric control engine into a simpler line working condition of a digital pulse control (DPC) engine, either a pre-determined high-state line working condition in the high-efficiency combustion area or a pre-determined non-combustion low-state line working condition with zero fuel consumption and zero pollutant emissions multiplexed in time. The traditional fixed one-to-one bidirectional mapping between an engine working condition and a vehicle working condition is converted into a dynamically adjustable many-to-many bidirectional mapping to achieve the full coverage of any overall vehicle working condition, achieving decoupling between a DPC engine working condition and the overall vehicle working condition and decoupling between software and hardware of a hybrid powertrain.

A user may select a first drive mode or a second drive mode for a hybrid vehicle having the hybrid powertrain from a user interface. The hybrid powertrain may include: a motor-generator unit, a battery electrically connected to the motor-generator unit, an engine, a flywheel engageably connected to the engine and the motor-generator unit; and a transmission engageably connected to the flywheel and the motor-generator unit. The selected drive mode may be sent to a controller connected to the hybrid powertrain. The controller may divert energy from the flywheel based on the state of charge of the battery and the selection of either the first drive mode or the second drive mode. In the first drive mode, the controller diverts energy from the flywheel to the transmission, and in the second drive mode, the controller diverts energy from the flywheel to the motor-generator unit to charge the battery.

Method for controlling a hybrid powertrain system (20) for a vehicle (100) comprising an internal combustion engine (40) and an electric machine (34, 36) mechanically coupled via a transmission (50) to generate mechanical power transferable to a powertrain and electrical energy, wherein the electrical energy is storable on an energy storage device (25), the method comprising: Determining an operator-selected mode and charging operation for the energy storage device (25); for the operator-selected mode and charging operation for the energy storage device (25): Determining a first speed / load range at which the internal combustion engine (40) is in an OFF state, wherein the first speed / load range is defined by the output torque and the vehicle speed, Determining a second speed / load range which has a speed preferred for the operation of the internal combustion engine (40), wherein the second speed / load range is defined by the output torque and the vehicle speed and wherein the preferred speed is essentially not perceptible in a passenger compartment of the vehicle (100); Determining an output torque requirement and a current vehicle speed; Operating the internal combustion engine (40) at the preferred engine speed, which is not perceptible in the passenger compartment, when the output torque requirement and the current vehicle speed are within the second operating range; and Controlling the electric machine (34, 36) and the internal combustion engine (40) to work together to generate the output torque in response to the output torque request when the output torque request is greater than a maximum output torque state associated with the vehicle speed of the second operating range.

A method is implemented in a vehicle comprising an on-board electrical system operating at a first voltage, a thermal engine providing a first torque, an electric engine providing a second torque when supplied with electrical energy from an associated power source, and a converter for converting a second voltage from the power source back to this first voltage. This method includes a step (10-40) in which, when the converter is prohibited from operating, the thermal engine is operated to provide the first torque to move the vehicle, the electric engine is prohibited from operating, and the driver is alerted to have the vehicle checked after parking. Figure 3

The invention relates to a hybrid vehicle (10) with a hybrid powertrain (16) comprising an internal combustion engine (18), a transmission (20), a first electric machine (24) and a differential gear (28), wherein a crankshaft (44) of the internal combustion engine (18) can be coupled to a first input shaft (46) of the transmission (20) via a disconnect clutch (K0), wherein a rotor (74) of the first electric machine (24) is coupled or can be coupled to a second input shaft (50) of the transmission (20), wherein an output shaft (65) of the transmission (20) is coupled to a differential input shaft (86) of the differential gear (28), wherein a crankshaft axis of rotation (80) of the crankshaft (44) and a rotor axis of rotation (78) of the rotor (74) as well as the first input shaft (46) and the output shaft (65) are arranged parallel to a longitudinal direction (38) of the vehicle.

A hybrid powertrain for a work vehicle comprises an internal combustion engine, a hydraulic pump, an electric motor, and a freewheel clutch. The work vehicle may include hydraulic actuators and work tools driven by the hydraulic pump, as well as electric drive motors driven by the electric motor. The freewheel clutch couples the engine, pump, and electric motor so that, in a first mode, the engine can drive the electric motor and the pump; in a second mode, the engine and electric motor can simultaneously drive the hydraulic pump; and in a third mode, the electric motor can drive the hydraulic pump with the clutch disengaged. A torsional damper can couple the freewheel clutch to the engine's flywheel.

Hybrid powertrain (10) for starting and propelling a vehicle (8), comprising: a motor (12); a first motor / generator (14); a second motor / generator (16); and a single-stage, widely branched, electrically variable transmission (18) comprising the following: a drive element (52); a stationary element (54); a gear train (44); a torque transmission device (56); a compound planetary gear assembly (20) comprising a ring gear structure (24), a first sun gear element (26-1, 126-1, 226-1, 326-1), a second sun gear element (26-2, 126-2, 226-2, 326-2), a support structure (28), and a double pinion assembly comprising a first pinion gear (30-1, 130-1, 330-1) meshing with the first sun gear element and a second pinion gear (30-2, 130-2, 330-2) meshing with the first pinion gear (30-1, 130-1, 330-1) and the ring gear structure (24); and a highest numerical translation ratio of approximately 4 to 1 and a lowest numerical translation ratio of approximately 0.7 to 1; where: The composite planetary gear arrangement (20) comprises a first node (32-1), a second node (32-2), a third node (32-3) and a fourth node (32-4), wherein the first, second, third and fourth nodes (32-1, 32-2, 32-3, 32-4) have at least a gear ratio of 3 to 1 between the torque transmission device (56) and the output element (52); the second motor / generator (16) is functionally connected via the transmission train (44) to the compound planetary gear assembly (20) at the first node (32-1); the output element (52) is functionally connected to the composite planetary gear assembly (20) at the second node (32-2); the motor (12) is functionally connected to the composite planetary gear assembly (20) at the third node (32-3); the first motor / generator (14) is functionally connected at the fourth node (32-4) to the composite planetary gear assembly (20); The torque transmission device (56) can be engaged to ground the third node (32-3) to the stationary element (54); and each of the first and second motors / generators (14, 16) uses non-rare earth magnets.

The invention provides a dual-rotor motor hybrid power assembly, a control method thereof and a tractor. The invention relates to a dual-rotor motor hybrid power assembly, which comprises a diesel engine, a dual-rotor motor, a generator clutch, a power battery, a motor controller, a power take-off (PTO) clutch, a PTO output shaft, a gearbox, a tractor rear axle and wheels, the double-rotor motor is electrically connected with the motor controller, the motor controller is electrically connected with the power battery, the double-rotor motor is in transmission connection with the PTO output shaft through the PTO clutch, the double-rotor motor is in transmission connection with the gearbox, and the gearbox is in transmission connection with the tractor rear axle. And the tractor rear axle is in transmission connection with the wheels.

The invention relates to a method for controlling a hybrid powertrain of a vehicle and a hybrid powertrain with a drive unit comprising an internal combustion engine with a crankshaft and a first electric machine with a first rotor shaft, wherein the crankshaft and first rotor shaft are connected to each other by means of a rotary connection, a second electric machine with a second rotor shaft, wherein rotational characteristics of the rotor shafts and the crankshaft are detected by means of sensors and the rotor shafts can be connected to each other by means of a clutch switched by a hydraulic actuator depending on the rotational characteristics.In order to maintain the operational readiness of the hybrid powertrain even in the event of a sensor failure and to avoid vehicle breakdowns in this regard, substituted rotational parameters are generated based on rotational parameters of the crankshaft or the first rotor shaft, taking into account a translation of the rotary connection, in the event of a sensor failure of the first rotor shaft or the crankshaft.

The application relates to a longitudinal hybrid power system and a vehicle, belonging to the hybrid power field, which comprises a power assembly, a transmission and a second motor. The power assembly comprises an engine, a first motor, a first gear set, a first switching module and a second switching module; the engine and the first motor are connected with the first gear set, and the power transmission of the engine and the first motor is transmitted to the first gear set; the transmission is connected with the power output end of the first gear set; the second motor is connected with the power output end of the transmission; in the power assembly, the first switching module is used for cutting off or connecting the power transmission of the engine and the first gear set; and the second switching module is used for cutting off the power transmission from the first motor to the transmission. Different modes can be adjusted according to different road conditions and requirements, so that the vehicle has the characteristics of performance and economy.

The application relates to the technical field of vehicle control, and discloses a vehicle mode switching control method and a hybrid power system. The method comprises the following steps: in response to a mode switching instruction, performing conversion processing based on a real-time rotating speed parameter of a second motor to determine a target control rotating speed of a first motor; wherein the mode switching instruction is used to instruct a hybrid vehicle to switch from a series mode in which a second clutch is disengaged to a parallel mode in which the second clutch is engaged; performing rotating speed synchronization control on an engine and the first motor based on the target control rotating speed, and determining an engine torque estimation value based on a sampling parameter of a rotating speed loop of the first motor; when a rotating speed difference on two sides of the second clutch meets a preset synchronization condition, controlling the second clutch to perform an engagement action to complete mode switching control of the hybrid vehicle. The success rate of mode switching is improved, impact and abnormal sound in the engagement process are reduced, and reliable switching in the series mode to the parallel mode is realized.

The application relates to a power interruption-free hybrid transmission system and vehicle, comprising a hybrid unit, which comprises a first input shaft, a middle shaft sleeved on the first input shaft, an engine connected with the first input shaft through a clutch, a first motor in transmission connection with the first input shaft, and a second motor in transmission connection with the middle shaft; a front auxiliary gearbox mechanism, which comprises a first intermediate shaft arranged in parallel with the first input shaft, a first gear pair fixed on the middle shaft and connected with the first intermediate shaft, a second gear pair sleeved on the first input shaft and connected with the first intermediate shaft, and a first shift mechanism fixed on the first input shaft and used for combining or separating the first gear pair and the second gear pair; and a main gearbox mechanism, which comprises a main gearbox output shaft, a third gear pair, a fourth gear pair, a second shift mechanism and a third shift mechanism. The second motor can provide power interruption compensation for the first motor and / or the engine during the shift process of the front auxiliary gearbox mechanism.

The invention provides a longitudinally-arranged hybrid power system and a vehicle with the longitudinally-arranged hybrid power system, and relates to the technical field of automobile power systems. The longitudinal hybrid power system comprises an engine, a hybrid power system, an electric drive axle, a power battery and an oil tank, the engine and the hybrid power system are arranged in front of the vehicle, the hybrid power system comprises a power generation system, an output shaft of the power generation system and an output shaft of the engine are arranged in the advancing direction of the vehicle, and the output end of the hybrid power system extends in the width direction of the vehicle. The hybrid power system is connected with a left front wheel and a right front wheel of the vehicle and used for driving the left front wheel and the right front wheel, the power battery is located behind the hybrid power system, the oil tank is located behind the power battery, and the electric drive axle is located behind the oil tank. And a mounting space for mounting at least part of the engine and the hybrid power system is formed between the left front wheel and the right front wheel. The problem that in the prior art, a traditional longitudinally-arranged hybrid power system is large in occupied space is solved.

The invention discloses an intelligent transient control method and system for a hybrid power assembly, and relates to the technical field of hybrid power engineering machinery, and the method comprises the steps: obtaining a historical working state data set of the hybrid power engineering machinery; training an improved unscented Kalman filtering algorithm by adopting a historical working state data set; the improved unscented Kalman filtering algorithm is a two-stage combined algorithm adopting a whale algorithm and a moss growth optimization algorithm, and a dispersion degree factor and a prior distribution factor with the minimum fitness function value in the unscented Kalman filtering are generated through iterative search; and on the basis of the required power and the working state of the whole machine at the current moment, a trained improved unscented Kalman filtering algorithm is adopted to predict the change of the transient output power of the power battery and the motor and the change of the transient output power of the engine so as to control the output power of the power battery, the motor and the engine. The dynamic response of the whole machine is improved, and adverse effects on an engine, a power battery and a motor are reduced.

The application provides a hybrid power mechanism and a vehicle, the hybrid power mechanism comprises a first input shaft and a second input shaft, the first input shaft and the second input shaft are respectively connected with a first transmission assembly on a first intermediate shaft in a transmission mode, and are respectively connected with a second transmission assembly on a second intermediate shaft in a transmission mode; an output shaft comprises a first half shaft and a second half shaft, the first half shaft is connected with the first intermediate shaft and the second intermediate shaft in a transmission mode, the first half shaft is provided with a first transmission unit and a second transmission unit, and the second half shaft is provided with a third synchronizer; an engine is connected with the first input shaft and the second input shaft through a control mechanism, a first motor is connected with the first input shaft or the second input shaft in a transmission mode, and a second motor is connected with the output shaft. The hybrid power mechanism has the advantages of compact structure, short length, convenience for arrangement on the vehicle, corresponding ultra-low speed gears for each gear, more customer selection, adoption of the first motor and the second motor, and advantages of reducing fuel consumption and saving use cost.

This invention relates to a hybrid powertrain for automobiles and its transmission method, comprising an engine and an engine output shaft, a first motor and a first motor output gear, a second motor and a second motor output gear, a high-speed clutch and a high-speed clutch output shaft, a low-speed clutch, and a low-speed output gear mounted on the low-speed clutch. An engine output gear is mounted on the engine output shaft, and a high-speed output gear is mounted on the high-speed clutch output shaft. A first transmission mechanism is provided between the first motor output gear and the engine output gear, and the engine output gear meshes with the high-speed output gear. A second transmission mechanism is provided on the high-speed clutch output shaft. The low-speed clutch and the low-speed output gear are both mounted on the engine output shaft, with the low-speed output gear located on one side of the second transmission mechanism. An output assembly is provided between the second motor output gear and the second transmission mechanism. The engagement and disengagement of the low-speed and high-speed clutches enable efficient engine operation.

The invention relates to a control system (10) and a method (400) for controlling a hybrid powertrain (20) of a vehicle (300). The hybrid powertrain system (20) may be operated in a plurality of powertrain operating modes, each powertrain operating mode having an associated set of powertrain control parameter values. The hybrid powertrain (20) includes an engine (202) and a traction motor (216). The control system includes one or more controllers (110) that are collectively configured to: determine (410) that the hybrid powertrain system (20) is simultaneously operating in two or more of the plurality of powertrain operating modes; determining (420) which of the two or more simultaneously operating powertrain operating modes has the highest priority based on a predetermined priority index of the plurality of powertrain operating modes; and controlling (430), via the one or more controllers (110), at least one of the engine (202) and the traction motor (216) based on the set of powertrain control parameter values associated with the highest priority powertrain operating mode.

The invention provides a hybrid power assembly and equipment, and belongs to the technical field of equipment. The hybrid power assembly comprises an engine, a first motor, a second motor, a first sun gear, a first planet carrier, a first gear ring, a first brake, a second brake and a reversing mechanism. An engine is connected with or separated from a first planet carrier through a clutch, a first motor is connected with a first sun gear, and a second motor is connected with a first gear ring; the first brake is used for controlling locking or releasing of the first planet carrier and a shell of the equipment, and the second brake is used for controlling locking or releasing of the first planet carrier and the first gear ring; the first gear ring is connected with an output shaft of equipment through a reversing mechanism. In this way, switching of multi-gear modes of pure power generation, hybrid power generation and idling power generation can be achieved through separation and closing linkage of the clutch, the first brake and the second brake; through the arrangement of the reversing mechanism, the power of the engine can be positively and negatively output through the first gear ring, the hybrid reverse gear function is achieved, and energy consumption can be reduced.

Method for controlling a hybrid powertrain system (20) comprising an internal combustion engine (40), wherein the method comprises controlling the operation of the hybrid powertrain system (20) in response to a trajectory of a preferred minimum coolant temperature for the internal combustion engine (40), wherein controlling the operation of the hybrid powertrain system (20) comprises performing a control of the hybrid powertrain system (20) in response to the trajectory of the preferred minimum coolant temperature for the internal combustion engine (40) and in response to an engine coolant temperature, characterized in that several trajectories (312, 314, 316, 318, 320) of the preferred minimum coolant temperature comprise minimum coolant temperatures related to a vehicle running time (310) that are associated with an initial warm-up phase of operation and a stabilized phase of operation, An outside air temperature, the vehicle running time (310) and a vehicle warm-up time are used to select the trajectory of the preferred minimum coolant temperature from the several trajectories (312, 314, 316, 318, 320), and The execution of the control of the hybrid powertrain system (20) includes: a basic characteristic map of an engine heat dissipation response for the internal combustion engine (40) is adapted with a scalar multiplier, which is determined with reference to a difference between the trajectory of the preferred minimum coolant temperature for the internal combustion engine (40) and the engine coolant temperature, wherein the basic characteristic map of the engine heat dissipation response includes basic operating costs (430) for heat dissipation, which are determined with reference to engine operating points defined by an engine speed (420) and an engine torque (410) for the internal combustion engine (40), and wherein the scalar multiplier is adjusted to minimize the operation of the internal combustion engine (40) associated with achieving the preferred minimum coolant temperature; and The operation of the internal combustion engine (40) is controlled to generate heat in order to ensure that the coolant temperature follows the trajectory of the preferred minimum coolant temperature.

The invention provides a diesel-electric hybrid power assembly capable of adapting to an extremely cold environment, and relates to the technical field of power equipment. The assembly comprises a V-shaped eight-cylinder high-pressure common-rail diesel engine, a 35kW permanent magnet synchronous generator and a diesel-electric hybrid power assembly controller which are coaxially connected in series through a Gisinger elastic coupling, and a modular integrated design is adopted. The diesel engine adopts a V-shaped 90-degree layout, comprises an engine body assembly, a cylinder cover assembly, a crank connecting rod mechanism and the like, and is equipped with an air inlet heating module, a 160MPa high-pressure common rail system and a-68 DEG C cooling / lubricating adaptive component; the generator has a starting and generating integrated function, and the low-temperature starting torque is 400 Nm; and the diesel-electric hybrid power assembly controller realizes electromechanical cooperative control. The problems that a power assembly is difficult to start and low in efficiency in an extremely cold environment are solved, stable operation at-56 DEG C to + 50 DEG C can be achieved, and the power assembly is suitable for equipment such as vehicles and engineering machinery in severe cold areas and has the advantages of high reliability and energy efficiency.

The invention relates to a hybrid vehicle (10) with a hybrid powertrain (16) comprising an internal combustion engine (18), a transmission (20), a first electric machine (24) and a differential gear (28), wherein a crankshaft (44) of the internal combustion engine (18) can be coupled to a first input shaft (46) of the transmission (20) via a disconnect clutch (K0), wherein a rotor (74) of the first electric machine (24) is coupled or can be coupled to a second input shaft (50) of the transmission (20), wherein an output shaft (65) of the transmission (20) is coupled to a differential input shaft (86) of the differential gear (28), wherein a crankshaft axis of rotation (80) of the crankshaft (44) and a rotor axis of rotation (78) of the rotor (74) as well as the first input shaft (46) and the output shaft (65) are arranged parallel to a longitudinal direction (38) of the vehicle.

The invention relates to a drive unit (1) for a hybrid powertrain, comprising an internal combustion engine (2), an electric motor (4) and a decoupling clutch (6) radially arranged within a rotor (5) of the electric motor (4) between a crankshaft (3) of the internal combustion engine (2) and the rotor (5), wherein a torsional vibration isolation device (8) is connected downstream of the rotor (5), wherein the torsional vibration isolation device (8) is connected in a rotationally fixed manner to the rotor (5) by means of a plug connection (22), and the plug connection (22) is formed by an inner profiled portion associated with the rotor (5) and an outer profiled portion complementarily configured on the torsional vibration isolation device (8). In order to avoid noise and excessive wear at the plug connection (22), a pretensioning device (30) of the plug connection (22) comprises at least one pretensioning element (31) fastened to the rotor (5), which adjusts the pretensioning in the circumferential direction relative to a support surface (34) of the torsional vibration isolation device (8).

A system and method for selecting a shift schedule of a hybrid vehicle (11). The hybrid vehicle (11) includes a hybrid powertrain (25) having a motor-generator unit (MGU) (27), a battery (29) electrically connected to the motor-generator unit (27), an engine (31), and a transmission (35) engageably connected to the engine (31) and the motor-generator unit (27). The hybrid vehicle (11) also includes a controller (23) for controlling the hybrid powertrain (25). Upon reaching a trigger speed, the controller (23) is configured to select a shift schedule from a plurality of shift schedules, based on a state of charge of the battery (29).

The utility model relates to the technical field of vehicle transmission, in particular to a hybrid power system and a vehicle, the hybrid power system comprises a transmission system assembly, the transmission system assembly is provided with a power input end and a power output end which are in transmission connection, and the power output end is selectively connected with wheels through a first clutch; the motor is connected with the power input end through a connecting shaft; the engine is selectively connected with the motor through a second clutch; and the air conditioner compressor is selectively connected with the motor through a third clutch. Efficient conversion and transmission of power can be achieved, meanwhile, the structure is simple, and the space utilization rate of the vehicle can be increased.

The hydraulic clutch assembly comprises a hydraulic oil pump, a proportional valve assembly and a hydraulic clutch, an oil outlet of the hydraulic oil pump is directly communicated with an oil inlet of the proportional valve assembly, and an oil outlet of the proportional valve assembly is communicated with an oil inlet of the hydraulic clutch; therefore, the overall structure is compact, the oil way arrangement space can be saved, and the size of the hybrid power system can be reduced.

A method for controlling a powertrain unit of a motor vehicle, the powertrain unit comprising an internal combustion engine (2), a main electric machine (3) and an auxiliary electric machine (4) connected to the internal combustion engine, the method comprising the following steps, in a series hybrid powertrain mode in which the main electric machine alone generates mechanical power to the wheels and the internal combustion engine drives the auxiliary electric machine as a generator so as to generate charging power: - controlling the engine speed at a set value, wherein the torque of the engine is controlled on the basis of a torque value to be applied to the auxiliary machine; - checking for a condition of saturation of the torque control of the auxiliary electric machine; and - in the event of saturation, correcting the torque demanded to the internal combustion engine so that the engine speed returns to its set value.

The present invention relates to a method for controlling an internal combustion engine during the start-up phase of a hybrid powertrain. The method comprises a first function (MEA) controlling a start-up phase (E1) of the first and second powertrains (MT1, MT2) at vehicle start-up for their activation, a second torque structure function (SC) once the first and second powertrains (MT1, MT2) have completed their activation, the method comprising, during the start-up phase (E1), a check step (38) of the activation state of the second powertrain (MT2) from the moment (t3) of detection of the engine speed state, and the control (E2) by the second torque structure function (SC) of only the first powertrain (MT1) if the second powertrain (MT2) is not activated. Figure 3.