FR3002984A1 - MOTOR VEHICLE HEAT ENGINE LUBRICATING OIL CIRCUIT PRESSING DEVICE - Google Patents

Abstract

The invention relates to a device for managing the starting preparation of a motor vehicle engine, in which a preparation device (10, ..., 16) for the engine is driven by a preparation manager (1). for improving the lubrication of the engine during start-up, the quality of the combustion during start-up and for reducing its starting time which comprises at least one device for pressurizing (16) the lubricating oil circuit of the engine.

Description

The invention relates to the control and control of the powertrain of a motor vehicle. On a powertrain type "STT" for start and stop according to the Anglo-American terminology or engine stop and automatic start of the immobilization of the vehicle, or on a hybrid vehicle, for example propulsion type electric and fuel, the possibility of temporarily stopping the engine for purposes of minimizing consumption, for example by no need for supply of energy by the engine, or for a supply of energy supply normally output from the engine but can be replaced temporarily by an alternative energy store such as electricity or compressed air, the benefit depends on the possibility of (re) start the engine later if necessary. The (re) bootability of the heat engine depends on several parameters, such as the air / fuel mixture temperature, the injection pressure, the temperature at the injector, the resistive torque of the heat engine, the torques. achievable by the organs of (re) start. Moreover, the many (re) start lead to premature wear of the engine if the one is not the subject of a particular design because the pressure in the lubrication circuit is low or zero during the phases of (re) very many starts on this type of powertrain. The pressure in the lubrication circuit is low or zero during the (re) start of the engine because it depends on an oil pump coupled to the crankshaft whose pressure generated is a function of the engine speed. To prevent this premature wear, the STT or hybrid powertrain engines usually have reinforced connecting rod bushings and cam shafts compared to traditional versions. In addition to or in replacement of this specificity, an additional electric oil pump is used. This oil pump makes it possible to maintain a high level of pressure in the lubrication circuit or, more generally, to provide a higher pressure and therefore better lubrication during the (re) start-up phase of the engine. [0005] However, the steering of such electric oil pumps has hitherto been aimed at obtaining optimum pressure at the start of the vehicle, to the detriment of the energy consumption caused by the operation of the pump. or at a low consumption of the pump at the expense of pressurizing the oil circuit before starting. The object of the invention is to overcome the defects of the oil pump control modes in preparation for the start proposed so far. The invention aims a piloting that combines performance of the preparation at startup and low energy expenditure for such preparations. This object is achieved according to the invention with a device for managing the preparation for starting a motor vehicle engine, which device is configured to take into account a desired maximum time of provision of a motor torque requested by one or more functions that issue engine start requests to at least one engine start-up preparation supervisor to arbitrate the start-up time of this engine, the start-up preparation supervisor sending a request for preparation of the engine to a preparation manager controlling at least one engine preparation device to reduce an overall start time of the engine, the manager also receiving several parameters representative of the engine operation, the startup preparation supervisor sending a starting instruction of the heat engine to at least one function for controlling the start of the engine after or during the preparation of the engine, the start requests being classified in a critical order, the driver first carrying out a preparation before driving the engine with the control of at least one device preparation taking into account the criticality of the processed request, the preparation manager determining a recommended waiting time before training and a necessary training time of the engine for its start and communicating to the startup preparation supervisor, the start-up preparation supervisor sending the starting instruction of the engine according to a waiting time recommended before remaining drive and the criticality of a start request then in force, characterized in that the engine preparation device thermal driven by the preparation manager to reduce the Overall starting time of the engine comprises at least one device for pressurizing the lubricating oil circuit of the engine. Advantageously, the recommended waiting time before driving is broken down into a component related to the run-up of the engine and a component related to the lubrication state of the engine. [0009] Advantageously, the recommended waiting time before driving Taft ent dem MTH is calculated by the formula: Taft ent dem MTH = MAX (MHt Tatt tub lub MH) where Tatt dem MTH is a component related to the runability of the Thermal engine and Tatt lub MH is a component related to the lubrication state of the engine. Advantageously, the startup preparation supervisor is configured to take into account a vehicle regeneration energy availability of the vehicle and control a preparation to start using the brake recovery energy when it is available. Advantageously, the startup preparation supervisor is configured to modify a MTH preparation request criticality based on an available amount of excess braking recovery energy. Advantageously, the startup preparation supervisor controls a start-up preparation by using the braking recovery energy, taking into account an indication of saturation of the braking recovery energy store and / or an indication. ability to consume energy consumers braking the vehicle. Advantageously, the manager controls one or more of the following devices: a rail heater, an injector heater, an intake heater, an immersion heater, a booster pump, glow plugs. [0014] Advantageously, the start-up preparation supervisor is configured to implement a heat engine preparation strategy that optimizes a compromise between engine run-up and engine lubrication and energy consumption of the start preparation devices by adjusting an intensity of the preparation controlled by the manager according to the current runability of the engine and the criticality of one or more request (s) start. Advantageously, the device is configured to calculate a margin T margin dem MTH as a function of the maximum desired time of provision of the engine torque Ti MTH rotating max, the recommended waiting time before training Taft ent dem MTH and time Required MTH motor thermal motor for starting in accordance with the formula: T margin dem MTH = MAX (0; MIN (Ti MTH turning max) -Tatt ent dem MTH-Tent dem MTH), and the device is configured to calculate a preparation need Requirement_prep MTH from this margin according to the formula: Requirement_prep MTH = 1 - T margin dem MTH / MIN (Ti MTH turning max). The invention also relates to a combustion engine of a motor vehicle comprising such a device for managing the preparation for starting the heat engine. Other features, objects and advantages of the invention will appear on reading the detailed description which follows, with reference to the single appended figure, which is a block diagram of a device for managing the preparation. the (re) starting of a petrol engine for a hybrid vehicle according to an embodiment of the present invention with a preparation manager controlled according to one or more strategies for preparing for the (re) start of the heat engine taking into account a or several early (or actual) restart requests. As shown in the attached figure, a preparation manager 1 for (re) starting a heat engine performs the activation of at least one device or feature 10 to 16 for the preparation of (re) start of the engine. The preparation manager 1 acts according to a preparation request of the heat engine or Dde_prep MTH that it transmits at least one preparation supervisor 2 of the engine. The preparation manager 1 works in a loop with the supervisor 2 by sending him by return a recommended wait time before training or Taft ent dem MTH and a necessary training time or Tent dem MTH for the (re) start of the engine , in order to achieve and set certain goals for engine engine runability. We propose here seven devices or functionalities 10 to 16 for preparing the heat engine. However, the invention can be broken down with more or less devices for assisting the (re) start of the engine. The first device 10 is a rail heater 10 operating according to a request for heating of rail or Dde chauf rail sent to it by the preparation manager 1 with in return the sending of the temperature of the fuel in the rail or Tcarb rail to the driver 1. This device makes it possible to increase the temperature of the fuel contained in the injection rail at the request of the preparation coordinator (re) start (Dde chauf rail). The rise in temperature is rather slow due to the volume of fuel to be heated. This device allows injections at a correct temperature after the first injection, the correct temperature is ensured essentially by the injector heater. The second device can be an injector heater 11 operating according to a request for injector heating demand. Dheat inj and which in return sends the temperature of the fuel in the rail or Tcarb inj to the manager 1. The third device can be an intake heater 12 with a request in heating request admission or Dde heating adm from the manager 1 and in return the sending of the intake air temperature or adm air to the manager 1. The other devices are here an immersion heater 13, a booster pump 14, preheating plugs 15, and a control function 16 of lubrication oil pump. The glow plugs make it possible to increase the temperature locally at the level of the spray of the injector in the case of a diesel engine. Function 16 controls the electric oil pump on a request of oil pump elec manager 1. [0022] The electric oil pump is either complementary or additional to a coupled mechanical oil pump, in this case its role is predominant during phases of (re) starts, or in substitution for this mechanical pump, according to a role of lubrication in all phases of engine life. The oil pressure having an influence on the thickness of the oil film at the bearings, the electric oil pump contributes in all rigor to reduce the friction of the engine and therefore indirectly improves the runability of the engine. From different information, two time values are estimated and communicated to the supervisor 2. A first time value is MTH Taft ent, which is a time remaining advisable before training the MTH to start it. A second time value is Tent dem MTH, which is an estimated start time value if Taft ent dem MTH is zero at the start of startup. The supervisor 2 preparation of the engine, according to external information, adjusts the existing compromise between runability and good lubrication of the engine. This external information is as follows. They comprise first of all the queries for (re) starting of the actual engine Ri redem MTH or anticipated Ri redem MTH ant. They furthermore include the highest criticality associated with the (re) starting motions of the rotating Ti max MTH heat engine. They also include the driving mode, the powertrain life stage, an alternative energy storage load shed request or a free energy opportunity preparation request. Thus, when starting the powertrain or GMP, the state of the powertrain is "GMP activation". In this phase of life, the GMP is not operational or active, the driving cycle has not started yet. There is therefore no safety risk justifying starting the "degraded" engine, for example by failure of combustion and / or starting with poor lubrication. In this case of life, the objective is rather to make a good start of the combustion engine. As such, in this case of life, the maximum desired time of providing the torque of the engine is not taken into account. The request for preparation is moreover of a "moderately urgent" type. The preparation of the engine is complete and the runability and lubrication of the engine are optimal. No compromise is made to minimize the energy consumption of this preparation so as not to penalize the engine preparation time before training and indirectly the activation time of the GMP. During the rolling cycle, the GMP state is "active GMP". In this phase of life, the GMP is operational or active and the GMP is STT type or Hybrid, a request for (re) start of the engine or MTH which is of the security type for example by need of torque to the wheel, need when a vacuum pump is coupled for brake assist, may appear when the latter is temporarily stopped. In this case of life, the maximum desired time of provision of the torque MTH is too low to allow MTH preparation of good quality, if only to obtain oil pressure before training MTH high enough to ensure a good lubrication from the first crankshaft turns. As such, in this case of life the desired maximum time of provision of the engine torque is taken into account, the preparation request is rather of the type "very urgent" because the need for preparation MTH need prep MTH tends to 1 because of a low value of MIN (Ti MTH turning max), the drive of the engine or passage of Dde dem MTH from 0 to 1 is postponed until the preparation of the engine is complete or Taft ent dem MTH = 0 within the limit of compliance with the rotating Ti max MTH [0028] The preparation of the engine can therefore be incomplete, by a bootability or a lubrication of the non-optimal heat engine, but the maximum delay of Torque arrangement of the engine is respected as far as possible. During the driving cycle, the GMP state is "GMP active". In this phase of life, the GMP is operational or active and the GMP being of STT or Hybrid type, the request for (re) start is unsafe, for example it corresponds to a need for training of the air conditioning compressor mechanically connected to the accessory facade, it can appear when the engine is stopped temporarily.

In this case of life, the maximum desired time of providing the torque of the engine is sufficiently high to allow preparation of the engine of good quality, if only to obtain oil pressure before driving the engine high enough to ensure good lubrication from the first crankshaft turns. As such, in this case of life, the maximum desired time of provision of the MTH pair is taken into account, the request for preparation is rather of the type "moderately urgent" because the need for preparation MTH need_prep MTH tends to 0 in Because of a high value of MIN (Ti MTH turning max), the drive of the heat engine by passing Dde dem MTH from 0 to 1 will be delayed until the preparation of the engine is complete or Tatt ent dem MTH == 0 within the limit of the respect of the rotating Ti max MTH. In this case of life, the preparation of the engine will probably be complete, with optimal engine runability and lubrication because the maximum time of provision of the engine torque is low. During the rolling cycle, the GMP state is "active GMP". In this phase of life, the GMP is operational or active and the GMP being of STT or Hybrid type, the engine can be stopped temporarily. In the case of a hybrid GMP, the storage of the alternative energy for example by electricity, compressed air, may be saturated, for example during a descent neck or in the case of a branched vehicle or "plugin According to the Anglo-American terminology of which the storer has just been filled or is limited in recharge power, for example in the case of a cold battery or aged battery. This is an opportunity to prepare the heat engine "for free". Indeed in this case of life, energy from regenerative braking can not be fully redistributed to the storage of alternative energy or the network with its usual consumers. The supervisor proposes in this case of life to request a preparation engine. The preparation of the engine will probably be complete, with optimal engine runability and lubrication or to a lesser extent shortened when a request to (re) start the engine will appear. The device further comprises a starter control module 3 or starter alternator. The functions of this module 3 are here to drive the engine with the (re) start member suitable for its (re) start, to drive the engine to pressurize the injection circuit for the purpose of a preparation of the engine, to estimate the different couples achievable at different speeds depending on the organ that would be chosen if a request for (re) start arrives. Within the powertrain control control here hybrid, several functions or functions i are likely to request the (re) start of the engine or MTH by requred Ri redem MTH with a criticality defined by a desire for maximum time of provision of the torque MTH noted Ti max MTH rotating and this possibly in advance in the case of a request Ri redem MTH ant. These functions are represented under the same reference 4 in the appended figure. The functions "1" cabin comfort such as heating, air conditioning, demisting, may request the (re) start of the MTH completely unpredictable manner when they first activated because they depend on a conductive action. However, their requests are not urgent because the thermal performance, provided indirectly by the startup of the MTH and / or compressor, is not immediately judgeable by the customer. R 1 redem MTH is a value used when activating the function or as a function of the evolution of the quantity or if the heating or air conditioning are in operation. R 1 redem MTH ant is a value which is not applicable when the function is activated and then applicable as a function of the change in magnitude or setpoint if the heating or air conditioning is in operation. The value T 1 MTH turning is equal to 3s in this example. The functions "2" requiring start depending on magnitude evolving with a slow dynamic such as the water temperature, the air temperature, the battery power level, are fairly predictable by threshold shift and constitute queries that are not urgent because they are not immediately safe because, by construction, these requests are designed and calibrated to avoid finding themselves in delicate situations, for example in the case of a heat engine that has trouble starting because it is too cold or because the training by a drive member is insufficient because of a battery too discharged. R 2 redem MTH is a value which, when passing below a threshold, becomes equal to 1. R 2 MTH ant is a value which, when passing below a threshold in anticipation of another, becomes equal to 1. T 2 MTH turning is in this example equal to 2.5 s. The functions "3" requesting the start depending on magnitude evolving with a rapid dynamic as the torque setpoint to the wheels that reflects the driver's desire to accelerate / decelerate the vehicle via the accelerator pedal. The predictability of this type of query is highly variable depending on the behavior of the driver but can be done through the implementation of strategies. R 3 redem MTH indicates the exceeding of a threshold by the top. For example on a hybrid GMP, if the setpoint torque becomes greater than the torque achievable by the alternative drive reduced by a torque reserve corresponding for example to 10% of the maximum torque value achievable by the alternative motorization then R 3 redem MTH becomes equal to 1. R 3 MTH ant indicates an overflow of a threshold in anticipation of another higher threshold. For example, if a setpoint torque becomes greater than a torque achievable by the alternative motorization reduced by a torque reserve corresponding for example to 20% of the maximum torque value achievable by the alternative motorization, then R 3 redem MTH ant becomes equal to 1. T 3 MTH turning is equal to 2 s in this example. In the present example of a powertrain or GMP hybrid type is adopted an alternative energy management module as shown in reference 5. On a hybrid GMP, the storage of alternative energy, for example by electricity or compressed air can be saturated, for example because the nominal load is reached.

The storer is full, or for example because the charging power is reached. The storer can not accept more energy during the unit of time. The maximum recharge power may depend on the health of the storer and its temperature. There is also adopted here an indicator module 6 of the life phase of the powertrain. This feature allows you to define the phase of a GMP's life through a GMP state. This information on the GMP state allows the supervisor 2 to define an authorization MTH preparation, for example a MTH preparation allowed in all GMP states except in a case of deactivation of the GMP. It also allows to request a "low priority" MTH preparation when the GMP is not active but the contact is set, in a case where GMP = Inactive GMP state and where the contact is put. It also makes it possible to request a "high priority" MTH preparation when the GMP is started, in the case where GMP state = GMP activation. Finally, it makes it possible to request an MTH preparation whose priority depends on the life situation during the rolling cycle, in the case where GMP state = active. For example, the nominal time between the appearance of a request for (re) start MTH Ri redem MTH = 1 and the appearance of the first injection leading to a combustion corresponds to the time "Tmin_prep MTH" which is equal to the nominal value at the sum of "Taft ent dem MTH" and "Tent dem ss inj MTH". "Tent dem ss inj MTH" is the duration of the phase of preparation with driven thermal motor preceding the first injection: the heat engine is driven to determine the phase motor position which is generally called "MTH synchronization", possibly for climbing purposes in rail pressure and of course to compress the air / fuel mixture. "Taft ent dem MTH" is the duration of the MTH preparation phase that precedes the drive of the heat engine. The preparatory actions carried out in this phase do not require any training of the heat engine.

Thus, a preparation is prepared in terms of "MTH runability", for example by heating the air / fuel mixture arriving in the combustion chamber. In addition, a preparation is made in terms of the lubrication of the heat engine by activation of an additional oil pump. The preparation manager 1 performs the following tasks. Depending on the type of preparation MTH requested "Dde prep MTH", this manager 1 pilot MTH preparatory devices by setpoint and return to achieve certain targets of debrability and lubrication of the engine. For the present example, we consider three levels of preparation in the preparation request "Dde_prep MTH" with the following convention. Dde prep MTH = 0 if there is no request for preparation. Dde prep MTH = 1 if there is a low priority readiness request. Dde prep MTH = 2 if there is a request for medium priority preparation. Dde_prep MTH = 3 if there is a request for high priority preparation. The preparation manager continuously calculates from the type of fuel present in the carb type fuel circuit and water temperature conditions MTH water, air temperature Tair adm and atmospheric pressure Patm the following instructions. It calculates a minimum fuel temperature for the first injections and the good ignition of the future air / fuel mixture: Tcarb cns. It calculates a minimum rail fuel pressure required for proper vaporization during the first Prail cns injections. Then, Dde heating inj = 1 if a request for (restart) MTH is anticipated. Dde chauf rail = 1 as long as Tcarb rail mes is less than or equal to Tcarb cns. Then there is resistance heating of the injection rail if the required temperature is not exceeded. To obtain Prail = 1 as long as Prail mes is less than or equal to Pcarb cns. There is then a request to drive the heat engine without injection by Dde ent Prail == 1 in order to increase the pressure of the fuel in the rail if the required pressure is not exceeded. Tmin prep MTH only concerns the temperature of the fuel and is worth Tfin_prep MTH which decreases over time in the presence of Ddeheat inj = 1. The attainment by the fuel temperature in the rail or in the injector of the instruction Tcarb cns is done with a speed which depends in particular on the level of priority defined by the request of preparation in order to minimize the energy spent when possible, by preparation with low or average priority. By way of example, the heating resistor of the injection rail will be powered by a lower voltage in the presence of a low priority request and by a maximum voltage in the presence of a high priority request. Moreover, still to minimize the energy expended, certain MTH (re) start aids with a low thermal inertia but a faster dynamic are activated only in the presence of a request for medium or high preparation is- ie when the start is imminent, by request of (re) actual or anticipated start. Finally, a request for pressurization of the fuel circuit D de ent Prail can be done as soon as the request for preventive preparation to remove the critical path, by Tent dem ss inj MTH Pcarb rail = 0, which critical path could exist in a sequence of (Re) start where all the parameters are favorable to good injections except the rail pressure still insufficient. The preparation manager also performs an estimation of the quantities "Taft ent dem MTH" and "Tent dem MTH". Taft ent dem MTH is the recommended time remaining before driving the engine for (re) starting. This value is even higher than the conditions present before the drive of the heat engine are unfavorable to the (re) bootability of the engine or its wear due to lack of lubrication. Taft ent dem MTH is broken down into a component linked to the (re) runability of the MTH and a component related to the lubrication state of the engine: Taft ent dem MTH = MAX (Tatt dem MTH; Tatt lub MTH). The conditions influencing the (re) MFR runability indicated by Taft dem MTH and therefore on "Taft dem MTH" are Tcarb rail, a high temperature favoring the vaporization of fuel and therefore the ignition of the future air / fuel mixture, Tcarb inj, a high temperature favoring the vaporization of the fuel and thus the ignition of the future mixture air / gasoline, air adm, a high temperature favoring the vaporization of the fuel and therefore the ignition of the future mixture air / gasoline, Pcarb rail, a high pressure favoring the vaporization of the fuel and therefore the ignition of the future mixture air / gasoline, Patm, a low pressure decreasing the amount of air admitted, Type carb, a heavy fuel vaporizing with difficulty. "Taft dem MTH" decreases in the presence of a MTH preparation because the latter makes it possible to act favorably on the quantities Tcarb rail, Tcarb inj, Tair adm, Pcarb rail. "Taft dem MTH = 0" means that delaying the drive of the engine is not synonymous with better (re) runability of the engine. The conditions affecting the lubrication of the engine indicated by Tatt lub MH and therefore on "Tatt lub MTH" are Thuile, the oil temperature affecting its viscosity / fluidity and therefore the time of pressurization of the engine. oil at the parts to be lubricated, oil, sufficiently high oil pressure being necessary to interfere between the parts in contact and ensure the creation of a film at low speed, by hydrodynamic regime, or even at zero speed, by hydrostatic regime. Depending on the characteristics of the system such as pump performance, oil used, etc., and information on oil Thuile temperature and oil pressure oil an estimate of the activation time required to obtain a suitable oil pressure throughout the oil supply circuit: "Tatt lub MTH" is performed. "Taft lub MTH" decreases in the presence of a MTH preparation because it allows to act favorably on oil by activation of the electric oil pump. "Tatt lub MTH = 0" means that delaying the drive of the heat engine does not mean better lubrication. Tent dem MTH is the estimated MTH start time if the preparation of the MTH is complete, ie if Taft ent dem MTH is equal to 0. The MTH stage decomposes into one phase without MTH injection and one phase. with MTH injection. MTH is given by the following formula: Wait for MTH = Wait for MTH + Wait for MTH.

This is done by the following formula: MTH = f (MTH Cent, MTH Cres, Pcarb rail, Tr vil max synchro). The preparation manager realizes an estimate of the training time without injection which corresponds to the training phase during which the minimum rail pressure necessary for starting is insufficient or synchronization is not performed. The pressure must be high enough to ensure a good vaporization of the fuel in the combustion chamber during the first injections. The association of Pcarb rail information with Cent MTH and CresMTH makes it possible to estimate a time necessary to obtain the nominal rail pressure for the (re) start-up: MST Pcarb rail. During the training phase without injection, the position of the engine in the four-stroke cycle for synchronization is not yet determined. The angular path in terms of crankshaft rotation to determine the position of the engine is longer or shorter depending on the stopping position of the engine. This MTH stopping position can be estimated on some control commands and failing this it can be estimated at a worst case value. This information can then be converted into a maximum angular course expressed in crankshaft revolutions Tr vil max synchro allowing the determination of the engine position. Associated with Cent MTH and CresMTH, a time necessary to obtain the synchronization can be estimated: Tent dem ss inj MTH synchro. [0051] MTH = MAX (MTH Pcarb rail, MH synchro) and MHt = f (Cent MTH, MTH Cres, Patm, Type carb, Tair adm, Tcarb) inj, Tcarb rail). An estimate of the start time with injection is in fact carried out according to the ability of the starting member to increase the engine speed by Cent MTH and Cres MTH and depending on the ability to ignite the mixture air / gasoline by Patm, carb type, air adm, tcarb inj, tcarb rail. The generic supervisor of preparation 2 carries out the following tasks. In this exemplary embodiment, it is considered that the preparation request Dde_prep MTH distinguishes three levels of preparation with the following convention.

Dde_prep MTH = 0 if there is no request for preparation. Dde_prep MTH = 1 if there is a low priority readiness request. Dde_prep MTH = 2 if there is a request for medium priority readiness. Dde prep MTH = 3 if there is a request for high priority preparation. An MTH "T margin margin MTH" margin is calculated to reflect at every moment the MTH startup feasibility guarantee in terms of quality and start-up time. This margin of MTIS runability makes it possible to compensate for possible inaccuracies in Taft ent dem MTH estimates, which is the recommended time remaining before training the MTH to start it and Tent dem MTH, which is the MTH start time under estimated training. . Compliance with the runability provision is all the more uncertain as T margin dem MTH is low. Compliance with the runability provision is all the more guaranteed as the margin of the MTH is high. This time T margin dem MTH depends on the waiting time recommended before training MTH: Taft ent dem MTH estimated by the party preparation manager 1, the training time MTH required Tent dem MTH also estimated by the manager of preparation 1, and the maximum time of provision of the torque Ti MTH rotating max desired, Ti MTH rotating. Thus, for example, if the margin of the engine thermal engine T el margin dem MTH at the moment when the request for (re) start R1 redem MTH appears corresponds to the difference between T1 MTH turning max desired and estimates Taft If this difference is strictly positive, it means that the duration T1 MTH turning max desired will be respected a priori. In addition, a synthesis of the need for preparation of the MTH Need_prep heat engine is developed. The objective is that the driver's driving mode determines a compromise between the intensity of the preparation of the MTH which improves the deliverability of the engine and thermal engine lubrication to the detriment of the overall energy consumption and energy consumption. overall minimized to the detriment of MTH runability benefits and engine lubrication. For this we define an envelope time "To MTH rotating" according to the driving mode. A weak rotating MTH To define a small time envelope of (re) start MTH benefit benefit and at the expense of consumption. A large rotating To MTH defines a large "(MTH) restart envelope time" for the benefit of consumption and the detriment of the service. In the present example, for a mode of driving favoring the minimization of consumption to the detriment of benefits we can set a To MTH rotating = 2s. For an intermediate driving mode we can set a To MTH rev = 1.2s. For a mode of driving privileging the benefits to the detriment of the consumption one can fix a To MTH rotating = 0.8s. For a driving mode aimed at guaranteeing compliance with the MTH start and MTH lubrication service in all life cases, a rotating To MTH can be defined whose value corresponds to the minimum value of the rotating Ti MTHs that may exist in this driving mode. : MIN f Ti MTH turning max desired) with i greater than 0. [0059] In the absence of actual or anticipated MTH (re) start requests, for i = 0, the MTH is prepared to ensure (restart) of the MTH in a time envelope to MTH turning. In the presence of actual or anticipated (restart) MTH requests, for i> 0, the MTH is prepared to ensure (restarting) the heat engine in an envelope time corresponding to the minimum value between rotating To MTH and the one or more smaller Ti MTH turning max desired characteristics of the MTH (re) start requests present or anticipated. For simplicity, we define a synthetic formulation of "T margin dem MTH" independent of the presence of request (restart) MTH: T margin dem MTH = MAX (0; MIN (Ti MTH rotating max desired) - Taft [0061] From this time of the MTH run-away margin, a need is defined to define the need for the MTH start-up margin, with i = {0} and fi> 01 Ri redem MTH = 1 OR Ri redem MTH ant = 1} preparation MTH between 0 and 1: Need_prep MTH = 1 - T margin dem MTH / MIN (Ti MTH rotating). This need for preparation has the advantage of integrating in a single ratio the current nominal time to start the MTH given by Taft ent dem MTH and Tent dem MTH, the time that should not exceed given by To MTH rotating and Ti MTH turning max desired, and the presence or absence of (restart) MTH request given by Ti MTH turning max desired. As a result, it is perfectly adapted to develop a gradual set-up of preparation of the engine according to the life situation. The supervisor also performs a determination of the MTH Dde_prep preparation request MTH according to the need for preparation "Prépre_prep MTH" between 0 and 1. In the present example, we considered four levels for the MTH preparation request. Dde prep MTH = 0 corresponds to no request for preparation. Dde prep MTH = 1 is a low priority preparation request, Dde prep MTH = 2 is a medium priority readiness request, Dde_prep MTH = 3 is a high priority readiness request. These four levels are associated with three different thresholds R1, R2, R3 such that 0 <R1 <R2 <R3 <1 which may depend on the driving mode and the free energy potential to develop the MTH preparation request. In the illustration, three different thresholds are equi-distributed between 0 and 1. [0064] Everything else being equal, a demand for MTH preparation will have a tendency to stabilize or reduce Taft ent dem MTH and, to a lesser extent, Tent dem MTH. This decrease will increase the marginability of the "T margin margin MTH" margin and consequently reduce the need for preparation. This decrease in the need for preparation "Need_prep MTH" will result in less activation of the preparation dispositives or a complete lack of preparation until the conditions deteriorate again and increase again "Taft ent dem MTH" and "Tent dem MTH "and hence the need for MTH preparation. The supervisor also performs a determination of the demand for MTH Dde_prep MTH preparation depending on the need for preparation between 0 and 1. By default, the power absorbed by a MTH preparation is incurred: it results in a reduction of charge level of the alternative energy store in the case of a hybrid GMP and / or the battery BT. With a vehicle whose GMP is hybrid, following a prolonged descent, or during this descent, the storer - as well as the other receivers / consumers such as the BT battery of the onboard network with its consumers - can be saturated in term load level or ability to absorb the potential resistive power that control command would like to apply to the wheels. The saturation in terms of the level of charge or the capacity to be absorbed arrives in the presence of a prolonged set of negative torque to the wheels which may be the result of the interpretation of the driver's will. Thus, a negative wheel torque may appear by action on the brake pedal or accelerator pedal position such that depending on the vehicle speed speed pedal position is synonymous with a deceleration will such as lack of support on the accelerator pedal at non-zero speed. The saturation in terms of level of charge or capacity to absorb also occurs in the presence of a speed control system or other automatic systems that can take control of the torque applied to the wheels, for example to regulate at a certain speed the vehicle downhill, it is sometimes necessary to apply a braking torque at the wheels. In the case of a hybrid GMP in the presence of a saturation of the negative torque setpoint in the braking wheel direction, then the alternative energy management strategy indicates the potential of free energy free shipping prep MTH for apply an MTH preparation. Thus, as long as Taft ent dem MTH and P gratuit prep MTH are non-zero, the preparation supervisor 2 defines a preparation instruction so the criticality is a function of the free prep MTH, for example by modifying the values of the thresholds R1, R2 and R3. according to P MTH free shipping. The supervisor 2 also defines thresholds for the determination of a request for (restart) MTH "Dde dem MTH". Thus, in one embodiment, for the purpose of limiting consumption, the MTH restarts as soon as the need for preparation becomes too great. This strategy can be used in particular in a mode of driving where the limitation of the consumption is privileged. The supervisor 2 also implements an arbitrage strategy optimizing the compromise between, on the one hand, the MTH preparation for MTH runibility and lubrication and, on the other hand, the consumption. The low or medium priority MTH preparations performed by the preparation manager 1 at the request of the supervisor 2 make it possible to limit the cases of life where the recommended waiting time before MTH training is at a non-zero value, that is to say say MTH> 0 when MTH (restart) request appears, that is, MTH R i redem == 1 because the preparation of the MTH decreases gradually Taft ent MTH to 0. Despite this preventive strategy, when a request for (re) start MTH appears, that is to say R i redem MTH == 1, there remain adverse residual life cases for which it is still necessary to continue the preparation of the engine before training to get a start with optimal quality. In these cases of life, the strategy must then decide when it is better to train the engine for its start, even if it has misfires due to lack of preparation MTH , rather than waiting for the end of an optimal MTH preparation in order to try to respect the rotating Ti MTH associated with the (re) start request or the smallest of the associated rotating MTH Ti if several (restart) requests are presented. TAFT ent MTH MTH moves down nominal under the effect of MTH preparation but could stagnate or fail in the event of a failure in one of the MTH startup aid devices. The strategy uses a criterion "criticality of MTH" which reflects the time that can be allocated to a preparation of the MTH according to the current criticality of start-up: T criticality of MTH = MAX (0; MIN (Ti MTH rotating) - Tent dem MTH) . Criticality is all the more important as the criticality is low. The strategy begins to activate a countdown initialized at the criticality of MTH 0 at the appearance of the first request (restart) MTH. The initialization value of this countdown T criticity dem MTH 0 is equal to the current criticality critical MTH at the time of the first appearance of the request (restart) MTH. The exit of this countdown is T att forc dem raw MTH. During the activation of this countdown, the current criticality of the startup T criticality MTH may evolve favorably or adversely. Indeed, the MIN value (Ti MTH turning) may vary depending on the appearance or disappearance of request (re) startup MTH. A more urgent (restart) MTH request than the one (s) already present (s) will decrease the value of MIN (rotating Ti MTH). The criticality value of MTH decreases and the criticality increases. On the contrary, the disappearance of an urgent (re) start request will increase the value of MIN (Ti MTH turning), for example a request for (re) start disappears which was linked to a defect that has been rehabilitated or a strong support on the accelerator pedal is released. Then the criticality value of MTH increases and the criticality decreases. The value Tent dem MTH may vary down under the favorable effect of the preparation MTH by the component T ent dem MTH avc inj. Then the value of criticality increases and the criticality decreases. The value Tent dem MTH may vary upwards if there is an adverse change in the MTH (re) start-up device. The criticality value decreases and the criticality increases. In order to take into account these startup criticality developments being prepared, the strategy adds the output of the countdown timer T to the raw DEM MTH to the difference between the current start-up criticality and that used for the initialization. countdown: T requires force of MTH = T requires brute force MTH + T criticity of MTH - Criticality of MTH 0. [0074] The strategy is to train the MTH as soon as Taft ent has MTH = 0, which is the nominal case without arbitration because the preparation ended in a suitable time with regard to the criticality start, or as soon as Taft forces dem MTH = 0, which is the case arbitrated because the preparation was not completed at the end of a suitable time with regard to the criticality of the startup. It is established that MTH = T requires force of MTH + T criticality of MTH - criticality of MTH O. Thus, according to an example of a preparation sequence, at a time 11 a restart request MTH "1" is anticipated. : R1 redem MTH ant passes from 0 to 1. This results in the appearance of a demand for MTH type 2 preparation which causes a slow decrease in the "Taft ent dem MTH" by activation of the MTH preparation device (s). . At a time 12 the restart request MTH "1" which was anticipated is confirmed: R1 redem MTH goes from 0 to 1. This results in the appearance of a request for preparation MTH type 3 which causes a decrease slightly faster of the "Taft ent dem MTH" as well as a favorable decrease of "Tent dem MTH" by activation of the set of MTH preparation devices. When this restart request MTH appears, "Taft ent dem MTH" is still non-zero, therefore the request for (restart) MTH is not consecutive to the appearance of this request. A countdown timer whose output is T rough force MTH initializes at the criticality of MTH 0 = MAX (0; MIN (T1 MTH turning (T2)) - Tenth dem MTH (T2)) and starts counting down. Moreover, the criticality of the MTH decreases over time due to a decrease in the temperature of MTH under the favorable effect of the continuation of the MTH preparation. Consequently, the value of T is forced to be MTH = T attends the value of the raw MTH + T criticality of the MTH - the criticality of the MTH 0 decreases over time. At a time 13, an unanticipated restart request MTH "2" occurs: R2 redem MTH goes from 0 to 1. This restart request MTH is more urgent than the request of type "1" which causes a decrease in the result MIN (rotating Ti MTH) and therefore of criticality of MTH. This results in a decrease of as much at the instant 13 of T att forc dem MTH. At a time of 14, T is forced to wait for MTH to reach zero before Taft ent dem MTH. The strategy decides to (re) start the MTH despite insufficient preparation in order to meet the rotating Ti MTH associated with the two MTH (re) start requests present: there is arbitration between the engine's runability and urgency the (restart) MTH request. Dde dem MTH goes from 0 to 1. The heat engine is initially driven without injection, MTH state having the value 4, then with injections at a time 15, MTH status having value 5. Finally at a moment 16 the MTH is turning. Thus, a device for managing the preparation for starting a motor vehicle heat engine has been described, in which a device for preparing the heat engine is controlled by a preparation manager (1) to improve the lubrication of the engine. during start-up, the combustion quality during start-up and to reduce its start-up time which comprises at least one pressurizing device (16) for lubricating oil circuit of the engine. Such a device deals with the MTH preparation problem as a whole, whether in terms of the engine's run-up capability and the lubrication of the engine. In addition it allows to use the free energy sometimes not used on a hybrid GMP in cases of saturation of the storer and the onboard network. It also has the advantage of being applicable to a gasoline engine or a diesel engine.

Claims (10)

REVENDICATIONS1. Device for managing the startup preparation of a motor vehicle engine, which device is configured to take into account a desired maximum time for providing a requested engine torque by one or more functions that issue requests for starting (Ri redem MTH, Ri redem MTH ant) from the engine to at least one preparation supervisor for starting (2) the engine to arbitrate the starting moment of this engine, the preparation preparation supervisor (2) sending a request of preparation (Dde prep MTH) of the heat engine to a preparation manager (1) driving at least one preparation device (10, ..., 16) of the engine to reduce an overall start time of the engine, the engine manager (1) additionally receiving several parameters representative of the operation of the engine, the startup preparation supervisor (2) sending a start command (Dde dem MTH) of the mote ur thermal at least one control function (4) of the start of the engine after or during the preparation of the engine, start requests (Ri redem MTH, Ri redem MTH ant) being classified in a critical order (i) , the manager (1) first performing a preparation before driving the heat engine with the steering of at least one preparation device (10, ..., 16) taking into account the criticality (i) of the request ( Ri redem MTH, Ri redem MTH ant) treated, the preparation manager (1) determining a recommended waiting time before driving (Tatt ent dem MTH) and a necessary training time (Tent dem MTH) of the engine for its starting up and communicating them to the start preparation supervisor (2), the start preparation supervisor (2) sending the starting instruction (Dde dem MTH) of the engine according to a recommended waiting time before driving (Tatt ent dem MTH) remaining and the criticality of a start request (Ri redem MTH, Ri redem MTH ant) then in force, characterized in that the preparation device (10, ..., 16) of the engine driven by the engine manager preparation (1) for reducing the overall starting time of the engine comprises at least one pressurizing device (16) for lubricating oil circuit of the engine. 2. Device according to claim 1, characterized in that the recommended waiting time before driving (Tatt ent dem MTH) is decomposed into a component related to the runability of the engine (Tatt dem MTH) and a related component (Tatt lub MH) in the lubrication state of the engine. 3. Device according to the preceding claim, characterized in that the recommended waiting time before driving Taft ent dem MTH is calculated by the formula: Taft ent dem MTH = MAX (Tatt dem MTH; Tatt lub MTH) where Taft dem MTH is a component related to the runability of the engine and Tatt lub MH is a component related to the lubrication state of the engine. Device according to any one of the preceding claims, characterized in that the startup preparation supervisor (2) is configured to take into account the availability of brake regeneration energy of the vehicle and to command a start-up preparation using the braking recovery energy when available. 5. Device according to the preceding claim, characterized in that the startup preparation supervisor (2) is configured to modify a MTH preparation request criticality according to an available amount of braking recovery energy. Device according to Claim 4 or Claim 5, characterized in that the start-up preparation supervisor (2) controls a start-up preparation by using the braking recovery energy taking into account a storage saturation indication. regeneration energy and / or an indication of the consumer's ability to consume brake energy from the vehicle. 7. Device according to any one of the preceding claims, characterized in that the manager (1) controls one or more of the following devices: a rail heater (10), an injector heater (11), a heater of inlet (12), an immersion heater (13), a booster pump (14), preheating plugs (15). 8. Device according to any one of the preceding claims, characterized in that the startup preparation supervisor (2) is configured to implement a heat engine preparation strategy optimizing a compromise between runaway and lubrication of the engine and a power consumption of the start preparation devices (10, ..., 16) by adjusting an intensity of the preparation controlled by the manager (1) according to the current runability of the engine and the criticality (i) d one or more start request (s) (Ri redem MTH, Ri redem MTH ant). 9. Device according to any one of the preceding claims, characterized in that it is configured to calculate a margin T margin dem MTH as a function of the desired maximum time of provision of the motor torque Ti MTH rotating max, the time of recommended waiting time before drive Taft dem MTH and the required drive time MTH motor Timer for start-up according to the formula: T margin dem MTH = MAX (0; MIN (Ti MTH turning max) - Tatt dem MTH - Tent dem MTH ), and the device is configured to calculate a preparation requirement Needprep MTH from this margin according to the formula: Need prep MTH = 1 - T margin dem MTH / MIN (Ti MTH turning max). 10. A motor vehicle engine comprising a management device of the engine start preparation of the engine according to any one of the preceding claims.