EP3743610A1

EP3743610A1 - System and method for controlling the regeneration of a vehicle particle filter, and motor vehicle incorporating same

Info

Publication number: EP3743610A1
Application number: EP19703158.6A
Authority: EP
Inventors: Johan MILHAU; Frederic Dubillard; Ludmila LEBORGNE
Original assignee: PSA Automobiles SA
Current assignee: PSA Automobiles SA
Priority date: 2018-01-26
Filing date: 2019-01-08
Publication date: 2020-12-02
Also published as: FR3077341A1; WO2019145618A1; FR3077341B1

Abstract

A system for controlling the regeneration of a particle filter of a hybrid engine vehicle, in which a plurality of regeneration control strategies of the particle filter (A₂, A₄) are predefined combining a controlling of the heat engine with a controlling of another motive source, each of the regeneration control strategies of the particle filter (A₂, A₄), when an instantaneous temperature of the particle filter is less than the regeneration temperature and when the level of particle load of the filter is greater than a minimum load level, imposing, on the heat engine, a maximum limit on the torque to be produced for an increase in temperature of the particle filter during a predetermined period.

Description

SYSTEM AND METHOD FOR CONTROLLING REGENERATION

OF A VEHICLE PARTICLE FILTER, AND VEHICLE

AUTOMOTIVE INCORPORATING

The subject of the invention is a control system for the regeneration of a hybrid vehicle particle filter. More particularly, the invention intends to propose a solution for optimally managing the regeneration of such filters fitted to this type of vehicle, currently placed in the exhaust line of the combustion gases emitted by a combustion engine. 'a vehicle.

In the following, the invention is presented in connection with one of these applications, specifically an application to a motor vehicle with electrical hybridization, that is to say comprising the heat engine and at least one electric motor associated with energy storage means 12, a battery pack.

However, it should be noted that the present invention is not limited to the use of an electric machine (motor) in a hybrid vehicle, the vehicle may for example comprise a transmission chain comprising at least the heat engine and the less a machine (or engine) hydraulic or compressed air.

Car manufacturers attempt to reduce or even eliminate pollution from their vehicles by various means, for example by reducing fuel consumption and / or filtering exhaust gases.

Particle filters were then developed and now equip more and more vehicles, whether they are gasoline or diesel engines. These filters, catalysed or not, are generally constituted by cylindrical blocks made of ceramics forming a multitude of parallel channels of small diameters (of the order of ten microns). The exhaust gases pass through the filter and the particles they contain are trapped in the channels. These particulate filters work well but have the disadvantage of having to be regenerated regularly to remove particles that tend to clog the channels of the filter. The removal of the particles is generally done by combustion by heating the filter.

When the temperature of the particle filter reaches a threshold, and in the presence of oxygen, then the particles will burn and the filter will discharge the particles.

For a conventional motor vehicle, that is to say with thermal motor only, when the particulate filter is sufficiently charged, strategies of control of the engine intervene to increase the temperature of the filter via for example a degradation of the combustion of the fuel. heat engine to release more heat energy to heat the filter. Once the particulate filter is hot, that is to say when it has reached or exceeded its regeneration threshold temperature for the combustion of the particles, the oxygen supply is either during the deceleration phases depending on a demand for instantaneous driving power from the driver, either by injecting a lean fuel mixture, thus rich in oxygen, or by injecting air into the exhaust line by specific means.

In a hybrid motor vehicle, for example having an electric motor not releasing heat from a heat engine, the torque contribution of the electric motor has the effect of reducing the frequency of life situations for the regeneration of the particulate filter. as envisaged in a conventional motor vehicle. Moreover, the modification of the operating points of the engine, which deliberately degrade the combustion of the engine to release more heat energy to heat the filter, it degrades the overall performance of the engine: fuel consumption, and more polluting emissions during this phase.

Nevertheless, processes are currently known for regenerating the particle filter of a hybrid engine vehicle, but these systems do not make it possible to optimally manage both the regeneration of the particulate filter and the management of engine torques. thermal and electrical aspects with regard to a part of the demand for instantaneous driving power from the priority driver and secondly from a optimized use of the electric torque with respect to the heat engine torque.

Thus, for example, DE-A-10 201 10 50 980 describes, for a purely electric driving mode (in which the hybrid vehicle is driven solely by the electric machine), a regeneration of the particulate filter by the simple starting of the combustion engine depending on the speed of the vehicle, which is not optimized for either fuel consumption or pollutant emissions.

The present invention is intended in particular to avoid these drawbacks of the prior art and to propose a regeneration control system for a hybrid vehicle particle filter that makes it possible to manage as efficiently as possible without requiring structural changes. powertrain to minimize the use of a specific carburettor of the engine for managing the particulate filter.

For this purpose, the present invention proposes a system for controlling the regeneration of a hybrid vehicle particle filter, comprising:

- a heat engine;

at least one other driving source;

a particle filter of the exhaust gas of the heat engine, this filter having a regeneration temperature intended to allow the combustion of the particles and being heated during the use of the heat engine; and

an analysis and control means capable of determining an instantaneous temperature of the particulate filter and a level of particle charge of the filter;

this system being such that a plurality of regeneration control strategies of the particulate filter combining a control of the engine with a control of the other driving source are predefined in the means of analysis and control, each of the strategies of regeneration control of the particulate filter, when the analysis and control means detects that the instantaneous temperature of the particulate filter is less than the regeneration temperature and the particulate charge level of the filter is greater than a minimum charge level, imposing on the thermal engine a maximum torque limit to be produced for a rise in temperature of the particulate filter.

It will be understood by "for a rise in temperature of the particulate filter", throughout the text of this document, the fact that the temperature of the particulate filter increases to reach the regeneration temperature. Thus, each of the regeneration control strategies of the particulate filter imposes on the heat engine the maximum torque limit to be produced for a predetermined duration corresponding to the time required for reaching the regeneration temperature by the particulate filter.

Thanks to the invention, it is now possible to optimize the overall consumption of fossil fuel, while ensuring perfect regeneration of the particulate filter of a hybrid vehicle. Indeed, the maximum torque limit to be produced for a rise in temperature of the particulate filter allows the engine to remain on optimal operating points vis-à-vis its fuel consumption, and its polluting emissions, while allowing the temperature rise of the particulate filter.

Advantageously, the maximum torque limit to be produced for a rise in temperature of the particulate filter corresponds to an operating point of the thermal engine with optimum efficiency.

The operating point of the thermal engine with optimum efficiency, the fact that the combustion parameters of the engine as the richness of the air fuel mixture, the advance or the fuel injection delay compared to the top dead center a piston of the engine, the advance or the ignition delay relative to the top dead center of a piston of the engine, or the filling or compression ratio of the engine (to mention only the most currents) are not degraded with regard to fuel consumption or polluting emissions. Advantageously, the regeneration control strategies of the particulate filter are established as a function of a plurality of particle filter charge level thresholds, a driver's instantaneous power demand, the temperature instantaneous filter, and maximum solicitation of the other motor source.

Thus, the system according to the invention also allows a passive regeneration of the particulate filter when possible: that is to say that, given a particular temperature above the regeneration temperature and a level high particulate filter loading, no specific strategy is then implemented for the regeneration of the particulate filter compared to that implemented with a conventional vehicle, namely that a simple supply of oxygen is sufficient. The system according to the invention also makes it possible to avoid having to use an active particle filter requiring one or more additional components including in particular a fifth fuel injector in an exhaust line of the heat engine.

Finally, thanks to the system according to the invention, an economic gain can be achieved because, because of its optimized regeneration process, a large dimensioning of the particulate filter is no longer a necessity, in other words a low-capacity particulate filter. particulate filler is perfectly feasible / usable.

The expression "charge level" relative to the particle filter is understood to mean the mass of particles present or trapped in the particulate filter. In addition to a weight or a mass of particles, this level of charge of the particulate filter can also be expressed with a percentage of filling of said filter by the particles with regard to a maximum capacity of presence, or capture, of particles in the filtered. Thus, for example, a charge level of 50% of the particle filter means that the latter retains, or trapped, a quantity of particles (expressed in mass, and possibly in volume) equal to half of its maximum capacity.

The expression "demand for instantaneous driving power from the driver" means the driver's will to accelerate or slow the movement of the vehicle. This demand for power driver's instantaneous power is expressed in power (Watt, abbreviated as W), but at a given speed and mass of the vehicle is expressed as an equivalent torque (Newton meter, abbreviated as Nm) , in acceleration (in meters per second squared, that is ms ² ) and mainly depends, for example, on the positions of an accelerator pedal and a brake pedal, the state of a speed lever d a gearbox, the selected driving mode, the vehicle speed and / or driving aids.

The term "means of analysis and control" means an on-board system currently equipping vehicles, especially those of the hybrid drive type, and whose function is to analyze, store / store information / data, control (especially via sensors) and control the various functional components of a vehicle. Such a means is well known to those skilled in the art. It will be noted that, in a conventional manner, the analysis and control means is connected to all the sensors or the like of the vehicle, which enables it to measure, or to calculate, external parameters such as the outside temperature, the altitude or slope (via geolocation), or vehicle-specific characteristics such as the catalyst temperature or the charge level of the battery pack (the energy store of the other power source). These sensors or the like are thus considered as part of the analysis and control means of the system according to the invention.

Advantageously, the particulate charge level thresholds are predefined in the analysis and control means.

Advantageously, the value of at least one particle charge level threshold of the particulate filter has a hysteresis to confirm the determination, by means of analysis and control, of the charge level.

The value of at least one particle charge threshold of the particulate filter thus has a hysteresis representing between 0.5% and 10% of the value of said level threshold. This hysteresis confirms that the threshold in question is actually reached. Preferably, each filter level of charge level has such a hysteresis to anticipate the value of the threshold considered during the measurement.

This hysteresis is found in the electrical / electronic control systems, and is variable over a wide range from 0.5% to 10% of the value of the threshold considered, preferably from 1% to 7% and more preferably from 1% to % to 5% of said value.

According to a possibility offered by the invention, the system according to the invention comprises a critical level of particulate charge level of said filter requiring replacement of the particulate filter.

Advantageously, the regeneration temperature of the particulate filter is variable depending on the climatic temperature, the altitude and / or the number of cycles of use of the particulate filter.

Of course, these are the main parameters influencing a priori the regeneration threshold temperature, but it is understood that this list is not exhaustive and that the determination of this regeneration threshold temperature may be based on other criteria.

Advantageously, the regeneration temperature of the particulate filter is defined by the analysis and control means.

Advantageously, the other motor source consists of at least one electric motor.

For the same purpose, the present invention also proposes a hybrid motor vehicle comprising at least one control system as previously described.

Still for the same purpose, the present invention proposes a method for controlling the regeneration of a particle filter of a hybrid engine vehicle, having a plurality of regeneration control strategies of the particle filter combining a control of a motor with a control of another driving source, which are predefined in an analysis and control means, each of the regeneration control strategies of the particle filter, when the analysis and control means detects that a instantaneous temperature of the particulate filter is below its regeneration temperature and that the level The particulate charge of the filter is greater than a minimum charge level, imposes on the thermal engine a maximum torque limit to be produced for a rise in temperature of the particulate filter.

The advantages of the method and of the hybrid motor vehicle according to the invention being similar to those of the regeneration control system of a hybrid motor vehicle particle filter listed above, they are not repeated here.

Other aspects and advantages of the invention will appear on reading the following description of a particular embodiment given by way of non-limiting example and with reference to the accompanying drawings, in which:

FIG. 1 is a diagram of a hybrid vehicle according to one embodiment of the system according to the invention;

FIG. 2 is a diagram illustrating four levels or states of charge of a particle filter according to an embodiment of the system and method according to the invention;

FIG. 3 is another diagram illustrating the different actions or strategies of management of the powertrain as a function, on the one hand, of the charge of the particulate filter and its temperature;

FIG. 4 schematically illustrates, on a flowchart or a logic diagram, the principle of the system and method according to the invention;

FIG. 5 illustrates an exemplary execution of a powertrain management action or strategy in the cases (or phases) denoted A ₂ and A ₄ presented in FIG. 3;

FIG. 6 illustrates another example of execution of a powertrain management action or strategy in the cases noted A ₂ and A ₄ presented in FIG. 3;

FIG. 7 illustrates another exemplary execution of a powertrain management action or strategy in the case noted A3 shown in FIG. 3.

Again, it is recalled that the invention is illustrated here in an example with an electric hybrid vehicle but the electric machine can be replaced for example by pneumatic or hydraulic technology, preferably hydraulic.

Furthermore, it should be noted that the present invention does not intend to modify the particulate filter conventionally used for a hybrid drive vehicle, or even for a conventional vehicle. In addition, the invention provides no modification, addition or deletion, in terms of the structure or architecture of the vehicle, specifically in the exhaust line.

Figure 1 shows a motor vehicle, which can be used to illustrate the invention, including for example the following equipment and organs.

This figure shows a hybrid vehicle comprising a heat engine 2, whether a gasoline or diesel engine, driving by an automatically driven clutch 4, a transmission 6 having different gear ratios, connected to the front wheels 8 of this vehicle.

An exhaust line 50 has means capable of treating the exhaust gases, including the unbreated ones, coming from the combustion chamber of the heat engine 2. In the context of the present invention, these means consist more particularly of a filter This particulate filter 40 may be catalysed or not.

The input shaft of the transmission 6 receiving the movement of the clutch 4, comprises a front electric traction machine 10 powered by a low traction voltage battery 12. In this way the front electric machine 10 can deliver a torque on the driving wheels 8 without going through the clutch 4, using the different gear ratios proposed by the transmission 6.

An on-board charger 14 can be connected by an external plug 16 to an electricity distribution network, to recharge the traction battery 12 when the vehicle is stationary. The traction battery 12 has a low voltage, which can be for example 220 or 300 volts (V).

The traction battery 12 also supplies a rear traction electric machine 18 successively connected by a gearbox 20 and a interconnection system 22, with a rear differential 24 distributing the movement towards the rear wheels of the vehicle 26.

An alternator, also called alternator-starter, permanently connected by a belt 32 to the heat engine 2, supplies an edge network 34 comprising a very low-voltage battery. In addition, the battery of the on-board network 34 may be charged by a DC / DC voltage converter 36, receiving electrical energy from the traction battery 12, or a front or rear electric machine 18 if the level of power energy from this traction battery is insufficient.

During braking of the vehicle or a release of the accelerator pedal, the electrical machines 10, 18 work as a generator by delivering a braking torque, to recharge the traction battery 12 and recover energy.

A means of analysis and control, not shown in the accompanying figures, controls the operation of this powertrain to meet the demands of the driver while optimizing energy consumption and emissions of gaseous pollutants according to conventional strategies.

In this exemplary embodiment, the traction battery 12 constitutes the energy store according to the invention while the assembly formed by the front electric traction machine 10 and the rear electric traction machine 18 constitutes the other driving source. (hybrid) according to the invention.

FIG. 2 shows five particulate charge states of the particle filter 40 during a charge 41 and then a discharge 42 of a hybrid motor vehicle particulate filter 40. The passage between each level depends on a threshold representative of a mass of particles or a percentage of filling of the particulate filter 40. The state of charge can be calculated or measured by the analysis and control means. according to various methods known to those skilled in the art.

The levels (or thresholds) of charge A, B, C and D may depend on various parameters, such as, for example, the altitude or the aging of the particulate filter 40. It is possible to associate a hysteresis 43 with each of these respective thresholds A to D, the value of which may also depend on multiple parameters. This hysteresis corresponds to a margin representing between 0.5% and 10% of the value of said level of charge.

By way of example, the following values are considered for the different levels or load thresholds, the offset for each level / threshold being considered equivalent for each level / threshold and equal to 0.8 gram (gr):

the level / threshold A is equal to 2.5 gr;

the level / threshold B is equal to 3.5 gr;

the level / threshold C is equal to 4 g; and

- the level / threshold D is equal to 6 gr.

The hysteresis thresholds 43 may be interposed, thus certain charge levels may not appear during a charge 41 or discharge 42. Obviously, in such a case, the hysteresis 43 linked to one of the thresholds A to D is variable for at least two consecutive thresholds, one of the margins formed by this hysteresis 43 of one of these two thresholds being large enough to include the other level / load threshold.

For there to be combustion of the particles, the instantaneous temperature of the particulate filter 40 must be greater than a regeneration temperature threshold T (not shown). This threshold of regeneration temperature T may depend on several parameters, including in particular the climatic or external temperature, the altitude and / or the aging (or the number of cycles of use) of the particulate filter 40. hysteresis at this regeneration temperature threshold T, whose value or the margin may also depend on multiple parameters.

For example, it is considered here that the temperature threshold is equal to 600 ° C (degree Celsius).

The table shown in FIG. 3 represents the combinatorial state between the charge levels A, B, C, D and its ability to self-regenerate. The main abscissa, denoted by "charge level (g)" in Figure 3, indicates a level of particle charge increasing from left to right. So, between the origin of the marker and the level noted A, the particle filter is considered empty or not charged with particles. Between the level marked A and the level noted B, the particulate filter is considered as slightly charged with particles. Between the level marked B and the level marked C, the particle filter is considered to be charged with particles. Between the level marked C and the level noted D, the particulate filter is considered to be very charged with particles. Finally, after the level noted D, the particle filter is considered to be critically loaded with particles.

FIG. 3 furthermore has a second axis of abscissa denoted "Temperature (° C)", which does not represent a rising temperature from left to right, but which schematizes a division into two parts of each interval between two charge levels A, B, C, D consecutive, previously described and noted by "empty, weak, loaded, very charged, critical". The first portion designated "weak" corresponds to an instantaneous temperature of the filter 40 lower than the aforementioned regeneration temperature T, and the second part designated "high" corresponds to an instantaneous temperature of the filter 40 greater than the regeneration temperature T.

The invention uses the instantaneous temperature measurements of the particle filter 40 and those relating to its level of particulate filler to determine which strategy adopted to regenerate the particulate filter 40, while optimizing the combustion of fossil fuel is ie using at least the heat engine 2.

Thus, in the embodiment chosen here to illustrate the invention, seven strategies Ao to Ab are defined and according to each of them, an appropriate response will be implemented by the system according to the invention.

It will be noted throughout the text of this document, and for the sake of clarity, that the references Ao to Ae are confused with their designation. Thus, a first strategy Ao corresponding to a first phase Ao will be designated by strategy Ao or phase Ao, a second strategy Ai corresponding to a second phase Ai will be designated by strategy Ai or phase Ai, and so on. Each phase corresponds to a particular situation described below. The same simplification will be applied to the thresholds or levels of particulate charges A, B, C, D, which become threshold A, threshold B and so on.

FIG. 3 also has a third axis of the abscissa denoted "GMP action" and designating the strategies or phases Ao to Ab bh depending on the thresholds A, B, C, D and the temperature of the particulate filter 40 according to whether it is in below or above the regeneration temperature T.

In phase Ao, the particulate filter 40 is empty, or slightly charged (in particles) and cold (at a temperature below the regeneration temperature T). In this situation, the system and method according to the invention does not apply any lever (or strategy) to the powertrain.

It will be understood by powertrain throughout the text of this document, all the engines contributing to the traction of the hybrid vehicle.

In the phase Ai, the particulate filter 40 is weakly charged with particles and sufficiently hot (temperature above the regeneration temperature T) to self-regenerate in case of oxygen supply. Strategy A1 of the system according to the invention for the powertrain associated with this phase A1 is to start and couple the heat engine 2, if it was not already, to the wheels of the vehicle, and in case of deceleration of the a sufficiently large vehicle requested by the driver that corresponds to a demand for instantaneous driving power from the negative driver, the A1 strategy will put the engine into an injection cut-off mode. The injection cutoff consists of a system that cuts off the fuel supply to the engine injection pump. This injection cutting phase will allow the supply of oxygen in the particulate filter 40 and thus initiate its regeneration.

In the phases A ₂ and A ₄ , the particulate filter 40 is charged or very charged and is not hot enough to self-regenerate in case of oxygen supply, its temperature being below the regeneration temperature. The purpose of the system and method according to the invention is therefore to heat the particulate filter 40 as quickly as possible. Thus, at the powertrain, the heat engine 2 is started and coupled to the wheels. The analysis and control means imposes on the heat engine a maximum torque limit to be produced for a rise in temperature of the particulate filter for a predetermined time.

Thus, in the case of a low demand for instantaneous driving power on the part of the driver, since the accelerator pedal is not sufficiently depressed, the heat engine electrically recharges the traction battery 12, the other power source 10, 18 ensuring the traction of the vehicle.

In order to heat the particle filter, the strategies A ₂ and A4 therefore impose on the thermal engine the maximum limit in torque to be produced for a rise in temperature of the particulate filter for a predetermined duration.

This maximum limit in torque corresponds to a low torque not to be crossed, and not to the maximum torque that can produce the heat engine 2. This maximum torque limit is low enough to allow the engine to remain on optimal operating points vis-à-vis its fuel consumption and its polluting emissions, while allowing the temperature rise of the particulate filter.

This maximum torque limit to be produced for a rise in temperature of the particulate filter 40 corresponds to an operating point of the heat engine 2 at optimum efficiency.

Phase A3 corresponds to the charged particle filter and whose temperature is higher than the regeneration temperature T.

Phase As corresponds to the highly charged particulate filter whose temperature is higher than the regeneration temperature T.

The phase Ae corresponds to the overly charged particle filter, and therefore a critical loading, and whose temperature is greater or less than the regeneration temperature T. The threshold D is therefore a critical particle level or threshold of particles of the filter requiring a replacement of the particulate filter 40. The strategy Ae will not therefore provoke a regeneration of this particulate filter 40 at the risk of damaging it. Strategy Ab will indicate to the driver the need to replace the particulate filter.

Figure 4 illustrates the principle of the system and the method according to the invention. In this figure, the terms GMP and GPF respectively illustrate the powertrain and the particulate filter 40.

This flowchart presents the responses provided by the system and the method according to the invention as a function of the strategies Ao to Ab defined in connection with FIG.

Thus, when the charge level of the particle filter 40 is less than the threshold A, or greater than the threshold D, no specific GMP action is envisaged and this corresponds respectively to the strategy Ao and Ab previously described.

When this charge level is between the threshold A and the threshold D, the instantaneous temperature of the particulate filter 40 is compared with the regeneration temperature T. If this instantaneous temperature is at least equal to the regeneration temperature T, the system or method performs the regeneration of the filter 40 is:

if the request for instantaneous driving power on the part of the driver allows it, the fuel injection cutoff of the engine 2 is the strategy Ai,

or by a mandatory fuel injection cutoff to send more oxygen to the particulate filter 40 and allow its regeneration, this is strategy A3,

- or without any particular action on the powertrain, this is the As strategy: Cutting off fuel injection is prohibited.

If, on the other hand, the instantaneous temperature of the particulate filter 40 is lower than the regeneration threshold temperature T for its regeneration, it is desired to heat the particulate filter:

- imperatively. This is the action of the strategy A4 on the engine, - or opportunistic depending on the driver's demand for instant driving power, this is strategy A2.

Figures 5 and 6 respectively illustrate a situation in which the battery or batteries are not full and can still store electricity, and a situation in which the vehicle batteries are fully charged and can not accept additional electric charge.

For example, to heat the particulate filter 40, it imposes the maximum torque limit to be produced to the heat engine 2, for example 100 Nm (Newton meter). In order to meet the interpretation of the driver's instantaneous power demand, designated by IVC in the figures, the other driving source completes the missing torque.

In FIG. 5, the other motor source here, the electrical machine, takes the heat engine torque noted CMOT in figures 5 to 7 degressively, for up to two seconds, to charge the batteries so that the heat engine 2 can realize the maximum limit in torque to be produced of 100 Nm. As can be seen in this figure, from two seconds onwards, the demand for instantaneous driving power from the driver is greater than the maximum torque limit to be produced. As a result, the electric machine (in FIGS. 5 to 7, the electric torque is noted Ceiec) no longer draws torque from the heat engine 2. By this means, the use of the heat engine torque is just as necessary.

During the execution of the embodiment shown in FIG. 5, the heat engine 2 heated the particulate filter 40.

In Figure 6, the limitation of the electric machine is set to -50 Nm since the electrical torque is saturated (the electric battery being full, it can no longer receive / store energy). Since the demand for instantaneous driving power on the part of the driver has priority over the heating requirement of the particulate filter 40, the maximum limit in torque to be produced required for heating (ie here 100 Nm) between zero and one can not be satisfied. second.

In phase A3, the particulate filter 40 is charged and sufficiently hot to self-regenerate in case of oxygen supply. The goal here is to again to bring the maximum oxygen to the particulate filter 40, in other words, according to a preferred option, it is necessary to minimize the contribution to traction of the vehicle of the engine torque. The analysis and control means attempts, according to a first possibility, to ask the heat engine 2 a torque equivalent to the pairs of mechanical losses, that is to say a torque corresponding to a fuel injection cut-off, and if the heat engine 2 can not achieve this demand, then the electrical machine or machines realize the demand for instantaneous driving power from the driver and the mechanical losses of the engine 2.

In Figure 7, an example of such a strategy is shown. The losses of the heat engine 2 are considered here of -25 Nm. After 3.5 seconds, the machine / electric motor is saturated due to a demand for instantaneous driving power from the major driver and the heat engine 2 realizes the complement of torque to satisfy the IVC.

In the event that the demand for instantaneous driving power from the driver becomes too great, the strategy of the phases A2 and A4 described above is applied.

In phase As, the particulate filter 40 is very charged and sufficiently hot to self-regenerate in case of oxygen supply. In this case, the charge level of the particulate filter 40 is very important, the supply of oxygen via the injection cutoff can cause a very large combustion and an instantaneous temperature rise of the particulate filter 40 too large. The injection cutoff (in fuel) is prohibited. Oxygen delivery will be done using a strategy used in conventional applications such as low fuel burn combustion.

In phase Ae, the particulate filter 40 is almost clogged, Ae strategy creates visual and / or audible alert informs the driver that a professional intervention is necessary Ae strategy will further prohibit the supply of oxygen.

Claims

1. regeneration control system of a hybrid vehicle particle filter, comprising:

a heat engine (2);

at least one other driving source (10, 18);

a particle filter (40) of the exhaust gas of said heat engine (2), the filter (40) having a regeneration temperature intended to allow the combustion of said particles and being heated during the use of the heat engine

(2); and

an analysis and control means capable of determining an instantaneous temperature of the particulate filter (40) and a level of particulate filler of said filter (40);

characterized in that a plurality of regeneration control strategies of the particulate filter (A2, A ₄ ) combining a control of the heat engine (2) with a control of the other driving source (10, 18) are predefined in the analysis and control means, each of said regeneration control strategies of the particulate filter (A2, A4), when the analysis and control means detects that the instantaneous temperature of the particulate filter (40) is lower than the regeneration temperature and that the particulate charge level of said filter (40) is greater than a minimum charge level (A), imposing on said heat engine (2) a maximum torque limit to be produced for a temperature rise of the filter at particles.

2. System according to claim 1, characterized in that each of said regeneration control strategies of the particulate filter (A2, A4) imposes on said heat engine (2) the maximum torque limit to be produced for a predetermined duration corresponding to the time required. for reaching the regeneration temperature by the filter (40).

3. System according to one of the preceding claims, characterized in that said maximum limit in torque to producing for a rise in temperature of the particulate filter corresponds to an operating point of the heat engine (2) at optimum efficiency.

System according to one of the preceding claims, characterized in that the regeneration control strategies of the particulate filter (A2, A4) are set according to a plurality of particle charge level thresholds (A, B). , C, D) of the particulate filter (40), an instantaneous driving power demand from the driver, and the instantaneous temperature of said filter (40).

5. System according to any one of the preceding claims, characterized in that the particle level of charge levels (A, B, C, D) are predefined in the analysis and control means.

System according to one of the preceding claims, characterized in that the value of at least one particle charge level threshold (A, B, C, D) of the particulate filter (40) has a hysteresis ( 43) for confirming the determination, by means of analysis and control, of said load level (A, B, C or D).

7. System according to any one of the preceding claims, characterized in that the regeneration temperature of the particulate filter (40) is variable depending on the climatic temperature, the altitude and / or the number of cycles of use particulate filter (40).

8. System according to any one of the preceding claims, characterized in that the regeneration temperature of the particulate filter (40) is defined by the analysis and control means.

9. System according to any one of the preceding claims, characterized in that the other driving source (10, 18) consists of at least one electric motor.

10. Hybrid automobile vehicle, characterized in that it comprises at least one control system according to any one of the preceding claims.

1 1. Process for controlling the regeneration of a particle filter of a hybrid engine vehicle, characterized in that a plurality of regeneration control strategies of the particulate filter (A ₂ , A ₄ ) combining a control of a heat engine (2) with a control of another power source (10, 18) are predefined in an analysis and control means, each of said regeneration control strategies of the particulate filter (A2 , A4), when the analysis and control means detects that an instantaneous temperature of the particulate filter (40) is below its regeneration temperature and that the particulate charge level of said filter (40) is greater than one minimum charge level (A), imposes on said heat engine (2) a maximum torque limit to be produced for a rise in temperature of the particulate filter.