FR2914686A3 - Depollution unit e.g. air-filter, regeneration controlling method for motor vehicle, involves transmitting predetermined set point to power-assisted clutch unit in which set point represents request of declutching of clutch unit - Google Patents

Abstract

The method involves detecting a signal representing a request of a regeneration of a depollution unit (8) by a logic controller (3) i.e. engine control unit, and transmitting a predetermined set point representing a trigger of the regeneration to a supply unit. Another signal representing a predetermined state of an accelerator unit (5) is received, where the two signals are electrical and/or fluid in nature. Another predetermined set point is transmitted to a power-assisted clutch unit (7) in which the set point represents a request of declutching of the clutch unit. An independent claim is also included for a device for controlling a regeneration of a depollution unit.

Description

Device and method for regeneration control of a means of

  integrated pollution control in an exhaust system of an engine

  The present invention relates generally to the regeneration field of an integrated pollution control means in an exhaust line of an internal combustion engine, in particular of the Diesel type, for example, lean-burn type. More specifically, the invention relates, according to a first aspect of its invention, to a regeneration control method of at least one depollution means integrated in an exhaust line of an internal combustion engine connected to a motor vehicle and equipped with at least one cylinder, this method being implemented with at least one computer associated with. sensors and comprising at least: a step of detection by the computer of a first signal representative of a request for regeneration of the de-pollution means, a first step of transmission by the computer of a first predetermined setpoint to a means of supply, the first set being representative of a regeneration trigger of the depollution means, a step of receiving by the computer a second signal representative of a predetermined state of an engine accelerating means. According to a second of its aspects, the invention relates to a device suitable for implementing the regeneration control method. The regeneration control method and the device mentioned above, said respectively the control method and the control device, are known to those skilled in the art to regenerate the depollution means, for example a filter or a trap. particles, called filter, equipped with catalytic sites, by periodically burning soot formed by polluting particles from the exhaust gases that accumulate therein. To regenerate the depollution means is carried out, for example, delayed injections of a fuel in a combustion chamber of the engine, after a high dead point during the expansion phases. This fuel injected late does not burn in the combustion chamber but in the catalytic sites of the filter thus increasing its temperature. If the latter exceeds a certain threshold value, fragmented and / or porous bodies, for example platinum grains forming the catalytic sites, agglomerate. This reduces a yield of the catalytic sites. In case of a very high temperature with respect to the threshold value, a ceramic structure of the catalytic sites supporting the granular platinum can even collapse, creating holes in the filter. The very high temperature increases the risk of runaway regeneration of the filter, this runaway being representative of an exothermic oxidation reaction of soot becoming uncontrollable, or even self-sustaining, leading to at least partial degeneration of the filter. This risk of runaway is greater during the lifting of a driver during the regeneration of the filter. Once the driver's foot is lifted from the accelerator, the computer issues a zero torque instruction by cutting off the injection of fuel into the combustion chamber during the intake phases. The motor being connected in rotation to a kinematic chain ensuring a movement of the vehicle, there then occurs a motor brake. The delayed fuel injections can be maintained during the relaxation phases so that the regeneration of the filter can take place. This results in a sudden intake in the means of depollution of fuel and air with a high oxygen level close to 21%. The exothermic reaction of oxidation of soot in the catalytic sites then accelerates abruptly, giving off an excess of heat. With the engine idling due to engine braking, air flow through the exhaust line remains too low to allow efficient removal of excess filter heat. Once these factors are combined, regeneration can lead to damage to the filter, or even to its total destruction. In addition, delayed fuel injections into the combustion chamber during the expansion phases contribute to overconsumption of the fuel and may pose a problem of fuel dilution in a motor oil present on the cylinder edges. This phenomenon greatly reduces the lubrication capacity of the oil by increasing mechanical fatigue experienced by the engine during the regeneration of the filter. To avoid this harmful dilution of the engine oil by the fuel, a solution consists in replacing, during the regeneration of the depollution means, the delayed injections in the combustion chamber by fuel injections directly into the exhaust line. upstream of the filter using 3C an additional injector, said fifth injector, installed, for example, at the inlet of the filter in the direction of flow of the exhaust gas. However, the use of the fifth injector in no way eliminates the aforementioned risk of runaway exothermic reaction of soot oxidation during foot lifts during regeneration of the filter.

  Currently, there is a software integrated in the calculator and comprising a dynamic model of soot oxidation within the filter. This model makes it possible to calculate at each instant a mass of soot in the filter and / or their rate of oxidation and / or a temperature at the outlet of the filter as a function of the temperature measured at the inlet of the filter, of the soot mass at the beginning. regeneration rate, air oxygen content and / or air flow in the exhaust line. A temperature setpoint input filter is calculated in real time by the computer. By comparing this calculated setpoint with an exhaust gas temperature measured at the inlet of the filter with the aid of the corresponding sensor, the computer regulates the regeneration of the filter so as to keep the actual temperature at the inlet of the filter below the critical temperature runaway. However, a regulation margin taking into account the risk of runaway is quite wide and does not optimize the regeneration time. In addition, the dynamic model used for the calculations of the setpoint assumes that the loading of the soot filter is homogeneous which is not representative of the actual physical phenomenon. This generates inaccuracies and errors in calculations made using the dynamic model.

  In this context, the present invention aims to provide a control method free from at least one of the limitations mentioned above.

  For this purpose, the control method, moreover in conformity with the generic definition given in the preamble above, is essentially characterized in that it comprises at least a second step of transmission by the computer of a second instruction predetermined at least one slave clutch means, the second set being representative of a request for disengagement of the slave clutch means, and in that the first and / or second signals are of electrical and / or fluidic nature. This arrangement allows the computer to manage the instructions for the engine torque independently of the instructions for the torque of the driveline moving the vehicle. For example, an instruction for a zero torque of the driveline can be generated without necessarily ordering the engine to cut fuel injection into the combustion chamber during the intake phases. Another object of the present invention is to propose a regeneration control device for at least one depollution means integrated in an exhaust line of an internal combustion engine connected to a motor vehicle and provided with at least one cylinder. , this device is suitable for implementing the method according to the invention and free from at least one of the limitations mentioned above. For this purpose, the control device is essentially characterized in that it comprises at least one computer associated with sensors and with an accelerator means of the engine, the computer controlling at least one feed means and at least one means for slave clutch.

  Other characteristics and advantages of the invention will emerge clearly from the description which is given hereinafter, by way of indication and in no way limitative, with reference to the appended drawings, in which: FIG. 1 illustrates a diagram of a variant of the device according to the invention, - Figure 2 illustrates a diagram of a variant of the method according to the invention.

  As shown in FIG. 1, the invention relates to a control device comprising at least one depollution means integrated in an exhaust line 4 of an internal combustion engine 2. The latter is linked to a vehicle 1 automobile and is provided with at least one cylinder 20. The pollution control means is formed, for example, by a catalytic filter 8 particulate, said FAP 8. The means of depollution of the line d Exhaust 4 may be supplemented, for example, by an additional oxidation catalyst 80, or even by a trap 81 of high capacity nitrogen oxides called NOx Trap. The exhaust gas G passes through the exhaust line 4 in the direction of the directed arrow from the reactor 2 to the catalytic filter 8. According to the invention, the control device comprises at least one calculator 3, called ECU (in English). Engine Control Unit), equipped with storage means and linked to sensors 30, 31, 32, 33, 34 and an accelerator means 5 of the engine 2 formed, for example, by an accelerator pedal. The computer 3 controls via, for example, appropriate actuators, at least one supply means 6 of the engine 2 and at least one slave clutch means 7. The latter is part of a kinematic chain (ncn shown in FIG. 1) between the engine 2 and displacement wheels 91, the kinematic chain ensuring a displacement of the vehicle 1. The fueling means 6 supplies the cylinders 20 with fuel via the conventional injectors 60 arranged, for example, at least one injector 60 per cylinder 20. The control device comprises at least one gas temperature sensor G in the exhaust line 4 arranged, for example, at the entrance of the FAP 8 in the direction of flow of the exhaust gas G. The data emitted by the temperature sensor 30 can be correlated, inter alia, with an exothermic rate of soot oxidation reaction during a regeneration of the FAP 8 and allowthereby to the ECU 3 to identify, for example, a risk of runaway (or lack thereof) of the regeneration of FAP 8. In another variant, the control device comprises at least one differential pressure sensor 31 whose sensitive elements (measurement probes) are arranged in the exhaust line 4 upstream and downstream of the FAP 8 with respect to the direction of flow of the exhaust gases G, for example, at the terminals of the FAP 8, in order to measure a pressure difference between the inlet and the outlet of the FAP 8 respectively in the direction of flow of the exhaust gases G. The data emitted by the differential pressure sensor 31 can be correlated, inter alia, with a actual shutter state of the FAP 8 and thereby allow the ECU 3 to identify, for example, a need to regenerate the FAP 8 and / or the risk of runaway (or lack thereof) of the FAP regeneration 8.

  In another variant of the invention, the control device comprises at least one braking means 9 of at least one displacement wheel 91 of the vehicle 1. In this configuration, the ECU 3 can be associated with at least one sensor The braking means 9 are controlled by the ECU 3 via, for example, appropriate actuators. In another variant of the invention, the vehicle 1 is provided with at least one passenger compartment 10. In this configuration, the ECU 3 can be associated with a noise sensor 33, for example, in a range of frequencies audible by a conductor, disposed in a predetermined location of the passenger compartment 10, for example, at a predetermined distance from the driver. The noise sensor 33 makes it possible to measure a noise of the audible engine 2 in the passenger compartment 10, for example, since the accelerator means 5 have been turned on by the driver of the vehicle 1 in a state called a foot lift. The computer 3 may also include a pre-recorded model representative of a time evolution of the noise of the engine 2 in the passenger compartment 10, for example, in the range of frequencies audible by the driver, since the setting of the accelerator means 5 in the engine. state of the foot lift in a motor vehicle, said control vehicle, equipped, unlike the present invention, conventional unattended clutch means, all other features of the control vehicle being identical to those of the vehicle 1 described in the present document and illustrated in Figure 1. Optionally, the control device comprises an additional injector, said fifth injector 61, powered by the supply means 6 and for injecting the fuel directly into the exhaust line 4. The fifth injector 61 is installed upstream of the FAP 8. In the example shown in FIG. 1, the injector 61 is placed upstream of the catalyst 80 which precedes the FAP 8. In another variant, the control device comprises at least one analyzer sensor 34 disposed in the exhaust line 4 downstream of the FAP 8, for example, at the exit of the FAP 8, in the direction of Exhaust gas flow G. The analyzer sensor 34 measures, for example, in real time, one or more parameters representative, for example, of a quality of the exhaust gas G (temperature, chemical composition, one or more predetermined gases normally contained in the exhaust gas G, particle size of predefined size, etc.) downstream of the FAP 8. The data transmitted by the analyzer sensor 34 can be correlated, inter alia, with the FAP 8 and / or the exothermic soot oxidation reaction rate during the regeneration of the FAP 8. As a result, these data allow the ECU 3 to identify, for example, the need to regenerate the FAP 8 and / or the risk of nt (or its absence) of the regeneration of the FAP 8. The analyzer sensor 34 can also be used to regulate, for example, a duration and / or a frequency of the injections made using the fifth injector 61. In another variant, the control device comprises at least one electrical energy consuming means 11 formed, for example, by immersion heaters for heating the engine coolant, means for heating the exhaust gas, etc. controlled by the ECU 3. The consumer means 11 increases the intensity which passes through the alternator, and which thus causes an increase in the generator's resistive torque to charge the engine, thus increasing the temperature of the gases of the engine. exhaust. In another variant, the control device comprises at least one pre-recorded software means in the storage means of the ECU 3. The software means makes it possible to estimate in real time at least one mass of the pollutants (particles, soot) resulting from the exhaust gases G and trapped in FAP 8, the so-called estimated mass of pollutants.

  Finally, the ECU 3 comprises a regeneration control nodule FAP 8. This control module triggers the regeneration of the particulate catalytic filter 8 by ordering the supply module 6, for example, alternatively, or delayed injections fuel via the conventional injectors 60 in the cylinders 20 during the expansion phases, or direct injections of the fuel in the exhaust line 4 upstream of the FAP 8 in the direction of flow of the exhaust gas G via the fifth injector 61, or both delayed injections via the conventional injectors 60 and direct injections via the fifth injector 61. Similarly, the control module is able to stop the regeneration of FAP 8 by canceling the corresponding commands.

  The triggering (and / or stopping) of the regeneration of the FAP 8 may be selective or not. An example of the non-selective trigger (and / or the non-selective stop) occurs when the control module orders (or cancels in the case of the stop) the corresponding injections according to the parameters not directly related to the state for example, at predetermined time intervals (once a day, a week, a month, etc.) or after a predetermined number of kilometers traveled by the vehicle (every 100 km, 500 km, 1000 km etc.). An example of the selective trip (and / or the selective stop) occurs when the control module orders (or cancels in the case of the stop) the corresponding injections according to the parameters directly representative of the state of shutter actual FAP 8, for example, depending on the parameters measured in real time using the differential pressure sensor 31 and / or the analyzer sensor 34. Thus, the regeneration of the FAP 8 is triggered when, for example, the sensor differential pressure 31 emits a signal representative of a value P1 less than a pre predetermined predetermined threshold PO in the storage means of the ECU 3. This case is representative of a strong counter pressure in the exhaust line 4 at the FAP 8 following an accumulation of pollutants that at least partially clog the particulate catalytic filter 8. The control module is also responsible for stopping the regeneration of the FAP 8 by canceling the injection control to the power supply module 6 when the differential pressure sensor 31 emits a signal representative of a value P2 equal to or less than the predetermined threshold P1 . By analogy, a launch (and / or a stop) of the control of the regeneration of the FAP 8 may also be selective or not, as summarized in an example below relating to a variant of the control method of regeneration of the depollution means 8 illustrated by the diagram in FIG. 2. The step E1 is that of detection by the computer 3 of a first signal of electrical and / or fluidic nature, representative of a request for regeneration of the FAP 8 coming from for example, the differential pressure sensor 31 and / or the analyzer sensor 34.

  Step E2 is that of transmission by the ECU 3 (for example, by its control module), of a first predetermined setpoint to the supply means 6. The first setpoint is representative of a regeneration trigger of the means depollution 8.

  During the reception step E3, the computer 3 receives a second signal of electrical and / or fluidic nature coming from the accelerating means 5 and representative of a predetermined state of the accelerator means 5 of the engine 2, for example, the lifting of driver's foot. Following steps E1-E3, the ECU 3 automatically initiates a non-selective control of the regeneration of the FAP 8 by performing a second transmission step E5 of a second predetermined setpoint to at least the slave clutch means 7. The second instruction is representative of a request for disengagement of the slave clutch means 7. The next step is that of disengaging E6 of the slave clutch means 7 after reception by the slave clutch means 7 of the second setpoint from the computer 3. This allows to disengage the engine 2 of the drive train during the lifting of the driver's foot while maintaining combustion in at least one of the cylinders 20. In a variant, the first instruction issued by the ECU 3 to the feed means 6 is representative of a request to modify a combustion regime in the cylinder 20. The following step E7 of the method according to the invention consists in maintaining the comb use in the cylinder 20 with at least a predetermined supply air / fuel rate of the engine 2, for example, close to about 1, after receiving by the supply means 6 of the first set. These characteristics make it possible to regulate a mode of combustion in the cylinders 20 during the lifting of the foot. The adoption of the specific combustion mode makes it possible to control the oxygen content in the gases G in the exhaust line 4, for example, at the inlet of the FAP 8. For example, it is possible to reduce the rate of oxygen in the exhaust gas G so as to enhance the oxidation of the soot. It is also possible to maintain an optimum temperature of the gases G in the exhaust line 4, for example at the inlet of the FAP 8, so as to optimize the oxidation of the soot and / or to minimize a regeneration time of the FAP 8 This makes it possible, on the one hand, to reduce thermal fatigue of the FAP 8 thus increasing its service life and, on the other hand, to avoid overconsumption of fuel. The delayed injection of fuel in a smaller quantity via the conventional injector 60 during the expansion phases reduces the degradation of the oil present on the edges of the cylinders 20. The lubrication capabilities of the oil being better preserved, the mechanical fatigue that occurs the engine 2 during the regeneration of the FAP 8 becomes less important. In another variant, the method comprises at least a third transmission step E8 by the ECU 3 of a third predetermined setpoint to at least one braking means 9, the third setpoint being representative of a braking request from minus a displacement wheel 91 of the vehicle 1 during the regeneration. of the FAP 8. The step E8 is followed by at least one braking step E9 of the displacement wheel 91 after a reception by the braking means 9 of the third instruction. Since the motor 2 is decoupled from the displacement wheels 91 by the slave clutching means 7 during the lifting of the foot according to the method according to the invention, the absence of a motor brake can surprise the driver. Thanks to the characteristics described above, it is possible to compensate for the absence of the engine brake by actuating the brakes of the displacement wheels 91 which then produce a deceleration effect of the vehicle 1. These characteristics make the method according to the invention transparent> vis-à-vis the driver, that is to say, not perceptible by the driver. In another variant, the control method comprises at least one control step E10 by the ECU 3 of the air / fuel supply rate of the engine 2 as a function of a third representative electrical and / or fluidic signal. the speed of rotation of the displacement wheel 91. The regulation step E10 may also comprise at least one correction sub-step ElOa of the air / fuel supply rate of the engine 2 according to at least one model pre-recorded in the means 3. This may be, for example, the pre-recorded model described above and representative of the evolution in time since the foot lift of the noise of the audible engine 2 in the passenger compartment 10 of the test vehicle equipped with the clutch means not controlled. By adapting the air / fuel supply rate of the engine 2, it is possible to lower the operating speed of the engine 2 according to the speed of rotation of the traveling wheels 91 of the vehicle 1 so that the noise of the engine audible in the cabin 10 of the vehicle 1 by the driver evolves in the same way as during the lifting of the foot made in the control vehicle. In another variant, the method comprises at least a fourth transmission step E11 by the ECU 3 of a fourth predetermined instruction to the consumer means. 11 of electrical energy, the fourth set being representative of a request for an increase in the consumption of electrical energy by the electrical energy consumer means 11 of the vehicle 1. The step E11 is followed by at least one step of increasing E12 of electrical energy consumption up to at least a predetermined level after reception by the consumer means 11 of the fourth instruction. Thus, it is possible to increase a drag, for example, of alternator and, ultimately, a load of the engine 2 during the regeneration control of the FAP 8. The regeneration control of the FAP 8 can be terminated in a non-selective manner. by a cancellation step E13 by the ECU 3 of at least the second transmission step E5, for example, after a predetermined time interval (for example, at the end of this 60 s, 120 s, 600 s, etc.) . In another operating mode, following the steps E1-E3, the regeneration control of the pollution control means 8 is started by the ECU 3 selectively. In other words, once the regeneration of the FAP 8 is triggered following the steps E1-E2 and the accelerator pedal is lifted (step E3), the realization of the second transmission step E5 translating the launch of the regeneration control is not automatic but remains conditioned by a number of additional criteria relating to, for example, the risk of runaway regeneration of FAP 8. For these purposes, the method according to the invention may comprise at least one step E4 monitoring by the ECU 3 of the risk of runaway of the regeneration of the FAP 8. The step E4 may comprise one or more of the following substeps: (a) an estimate E4a by the pre-recorded software means in the means of storing the calculator 3 of the pollutant mass in FAP 8; (3) a comparison E4b of the estimated mass of the pollutants with at least one predetermined critical mass, for example, prerecorded in the storage means of the ECU 3; (y) a comparison E4c of at least one measured temperature of the gas G in the exhaust line 4, for example, the temperature measured at the inlet of the FAP 8 in the direction of flow of the exhaust gas G, with at least one predetermined critical temperature, for example, prerecorded in the storage means of the ECU 3; (x) a comparison E4d of at least one pressure difference in the exhaust line 4 measured upstream and downstream of the FAP 8 with respect to the direction of flow of the exhaust gases; Exhaust G, for example, measured at the terminals of the FAP 8, with at least one predetermined critical pressure difference, for example, prerecorded in the storage means of the ECU 3. (ri) an identification E4e of the risk of runaway of the regeneration of the FAP When at least one or more of the following conditions are met: (a) the estimated mass of pollutants is greater than the predetermined critical mass; (b) the measured temperature of the gases G in the exhaust line 4 is greater than the predetermined critical temperature, (c) the pressure difference in the exhaust line 4 measured upstream and downstream of the FAP 8 relative to the flow direction of the exhaust gas G is greater than the predetermined critical pressure difference. Thus, the risk of runaway (or lack thereof) of the regeneration of the FAP 8 can be identified by the ECU 3 in accordance with the monitoring step E4 by executing, for example, successively step by step, the sub- steps E4a-E4e described above. Alternatively, the risk of runaway (or lack thereof) can be identified in accordance with other methods aimed at changing the actual filling state of FAP 8 and / or the rate of exothermic oxidation reaction of soot during of the regeneration of the FAP 8, for example, using the sensor analyzer 34 of the quality of the exhaust gas G downstream of the FAP 8. In another variant, by analogy with the substeps E4a-E4d described herein. above, the monitoring step E4 can be enriched by a comparison (not shown in FIG. 2) of at least one parameter representative of the quality of the exhaust gas G measured downstream of the FAP 8, for example at the output of the FAP 8 in the direction of flow of the exhaust gas G using the analyzer sensor 34, with at least one threshold parameter representative of a predetermined reference quality of the exhaust gases G, for example, prerecorded in the storage means of the ECU 3. Likewise, the identification conditions (substep E4e) of the risk of runaway of the regeneration of the FAP 8 can also be enriched to take into account a predefined ratio between the measured parameter representative of the quality of the exhaust gases G and the threshold parameter representative of the quality of reference. In a variant of this mode of operation, if the risk of runaway regeneration FAP 8 is not identified at the end of the identification step E3e (N frame in Figure 2), at least some steps E4a-E4e, for example, the comparison E4c of the temperature and the identification E4e, or the comparison E4d of the pressure difference and the identification E4e, or the comparisons E4c-E4d and the identification E4e, can be repeated in a loop, for example, at predetermined time intervals, during the regeneration of the FAP 8. In another variant of this operating mode, in the absence of the risk of runaway during the monitoring step E4, the control process terminates (STOP frame in Figure 2). Only if the risk of runaway regeneration FAP 8 is identified after the identification E4e (Y frame in Figure 2), the monitoring step E4 may result in the launch by the ECU 3 control regenerating the FAP 8 using the second transmission step E5 and the subsequent E6-E12, as described above. To further increase a selectivity and / or a self-regulating capacity of the control method according to the invention the monitoring of the risk of runaway using one or more monitoring steps of the E4 type can be continued during the regeneration of FAP 8 after, for example, each step E5-E12. Thus, as soon as the runaway risk disappears, for example, as soon as the soot mass in the FAP 8 measured using the sensors 31, 34 and / or estimated using the software means becomes less than the mass. predetermined criticism, the control of the regeneration of FAP 8 can be deactivated.

Claims (16)

claims   1. Regeneration control method of at least one depollution means (8) integrated in an exhaust line (4) of an internal combustion engine (2) linked to an automobile vehicle (1) and equipped with at least one cylinder (20), this method being implemented with at least one computer (3) associated with sensors (30), (31), (32), (33), (34) and comprising at least: a step of detection (El) by the computer (3) of a first signal representative of a request for regeneration of the depollution means (8), - a first transmission step (E2) by the computer (3) a first predetermined setpoint to a supply means (6), the first setpoint being representative of a regeneration trip of the depollution means (8), - a reception step (E3) by the calculator (3) a second signal representative of a predetermined state of an accelerator means (5) of the engine (2), characterized in that it comprises at least a second step (E5) of transmission by the computer (3) of a second predetermined setpoint to at least one slave clutch means (7), the second setpoint being representative of a request for disengagement of the control means slave clutch (7), and in that the first and / or second signals are electrical and / or fluidic in nature.   2. Control method according to claim 1, characterized in that it comprises at least one step of disengaging (E6) the slave clutch means (7) after receiving by the slave clutch means (7) of the second instruction.   3. Control method according to claim 1 or 2, characterized in that the first setpoint is representative of a request to change a combustion regime in the cylinder (20).   4. Control method according to one of claims 1 to 3, characterized in that it comprises at least one holding step (E7) of a combustion in the cylinder (20) after reception by the feed means (6) of the first instruction.   5. Control method according to one of claims 1 to 4, characterized in that it comprises at least a third step of transmission (E8) by the computer (3) of a third preset set to at least one means of braking (9), the third set being representative of a braking request of at least one wheel (91) for moving the vehicle (1).   6. Control method according to claim 5, characterized in that it comprises at least one braking step (E9) of the wheel (91) of the vehicle (1) after receiving by the braking means (9). of the third instruction.   7. Control method according to one of claims 1 to 6, characterized in that it comprises at least one control step (El0) by the computer (3) of an air / fuel supply rate of motor (2) according to a third signal representative of a rotation speed of at least one wheel (91) for moving the vehicle (1), and in that the third signal is of an electrical and / or fluidic nature .   8. Control method according to claim 7, characterized in that the regulating step comprises at least one correction (E10a) of the air / fuel supply rate of the engine (2) according to at least one pre-recorded model in storage means of the calculator (3).   9. Control method according to claim 8, characterized in that the prerecorded model is representative of a change in time of at least one noise of the engine (2) audible in a cockpit (10) of a control vehicle equipped clutch means not enslaved since the setting accelerator means (5) in a said state of a foot lift.   10. Control method according to one of claims 1 to 9, characterized in that it comprises at least a fourth transmission step (E11) by the computer (3) a fourth predetermined set to at least one consumer means (11) of electrical energy, the fourth set being representative of a request for increased consumption of electrical energy by the consumer means (11) of electrical energy of the vehicle (1).   11. Control method according to claim 10, characterized in that it comprises at least one step of increasing (E12) electric power consumption to at least a predetermined level after reception by the consumer means (11). ) of the fourth instruction.   12. Control method according to one of claims 1 to 11, characterized in that it comprises at least one monitoring step (E4) by the computer (3) a risk of runaway regeneration of the means of depollution (8), this monitoring step comprising at least: an estimate (E4a) by a prerecorded software means in the storage means of the computer (3) of a mass of pollutants in the depollution means (8), - a comparing (E4b) the estimated mass of the pollutants with at least one predetermined critical mass, - comparing (E4c) at least one measured gas temperature (G) in the exhaust line (4) with at least one temperature predetermined criticism, - a comparison (E4d) of at least one pressure difference in the exhaust line (4) measured upstream and downstream of the depollution means (8) with respect to the direction of flow of the gases of exhaust (G) with at least one critical pressure difference a predetermined identification, and - an identification (E4e) of the runaway risk of the regeneration of the depollution means (8) when at least one or more of the following conditions are met: (a) the estimated mass of the pollutants is greater than the predetermined critical mass; (b) the measured gas temperature (G) in the exhaust line (4) is greater than the predetermined critical temperature, (c) the pressure difference in the exhaust line (4) measured upstream and downstream the depollution means (8) with respect to the flow direction of the exhaust gas (G) is greater than the predetermined critical pressure difference.   13. Control method according to claim 12, characterized in that in the absence of the risk of runaway during the monitoring step (E4), the control method comprises at least one cancellation step (E13) by the calculator (3) of at least the second transmitting step (E5).   14. Control method according to claim 1, characterized in that in the absence of an identified risk of runaway regeneration of the depollution means (8), the control method comprises at least one cancellation step (E13 ) by the computer (3) of at least the second transmission step (E5).   15. Control method according to claim 14, characterized in that the risk of runaway is identified according to claim 12.   16. Device suitable for carrying out the method according to at least one of claims 1 to 15, for regeneration control of at least one depollution means (8) integrated in an exhaust line 15 (4). ) of an internal combustion engine (2) connected to an automobile vehicle (1) and provided with at least one cylinder (20), characterized in that the device comprises at least one computer (3) associated with sensors ( 30), (31), (32), (33), (34) and an accelerator means (5) of the motor (2), the computer (3) controlling at least one feed means (6) and at least one slave clutch means (7).