FR3071462A1 - METHOD FOR ACTIVATION AND SUSPENSION OF AUTOMATIC GEAR BOX REDUCTION INHIBITION - Google Patents

Abstract

The invention relates to a method for activating and suspending an inhibition of an automatic transmission drag reduction during an automatic piloting of a vehicle delivering requests for stopping and releasing the vehicle, setpoints for engine torque, braking and shifting (ADAS M, ADAS F). Supervision is established with the identification of a stopping phase by associating a stopping demand, a zero torque setpoint and braking in force. In the stopping phase, a reduction inhibition (ADAS red tr) of drag resulting in a coupling setpoint to the neutral of the box is performed, then, in the relaunching phase, following a restart request and a set point of non-zero torque, it is emitted a suspension of the inhibition (ADAS red tr) resulting in a coupling setpoint corresponding to the passage of a first gear ratio.

Description

The present invention relates to a method for activating and suspending an inhibition of a reduction in the drag of an automatic gearbox. during an autopilot. The present invention also relates to a motor vehicle comprising an automatic piloting system implementing such a method, in particular an automatic piloting system for the longitudinal mobility of the vehicle. The engine may or may not be a thermal engine, being associated or not with a motor providing non-thermal propulsion.

For example, the motor vehicle can be equipped with a radar or camera system to guarantee the automatic movement of a vehicle and / or an automatic parking system.

Such an autopilot system can control the powertrain in a range which corresponds to its minimum and maximum capacities, for example the delivery of a minimum torque corresponding to the friction torque of the engine during a lifting of the foot of the driver of an accelerator pedal and maximum torque corresponding to a full load for the powertrain.

[0004] During a stopping phase of the vehicle with the engine idling, it is appropriate to propose a drag reduction for the gearbox for acoustic and vibration needs potentially felt by the driver and also to reduce polluting emissions.

Currently, an automatic engine stop / start system is not able to guarantee this service when you are under an automatic driving assistance function activated, because these interactions are no longer done via the driver behavior. In non-automatic driving by a driver, the reduction in drag is based on the support executed by the driver on the accelerator or brake pedal, which is no longer the case during an automatic maneuver.

An automatic piloting system of the state of the art comprises an interaction supervisor between the automatic functions and engine stop / start functions and / or the management of the reduction in drag of the gearbox. speeds.

There is no system for inhibiting the drag reduction of an automatic gearbox, in particular with a hydraulic torque converter, which is able to anticipate its activation when a function of Autopilot is activated because these drag reduction inhibition interactions are currently taking place via driver behavior.

In normal driving, the inhibition system essentially looks at the brake pedal and the accelerator pedal and / or other conditions initiated by the driver. While in the life situation of an autopilot, the driver delegates his driving and therefore does not interact with the elements mentioned above.

[0009] During automatic driving, it is an automatic function piloting supervisor who controls the dynamics of the vehicle. A powertrain coordinator, also known as an engine control unit, must replace the driver, in terms of interaction, for the implementation of the drag reduction inhibition function.

Therefore, the problem underlying the invention is to allow an automatic pilot system to implement an inhibition of the drag reduction of a gearbox in the automatic stop phase of the vehicle as well than to suspend this inhibition in front of the vehicle taking off again.

To achieve this objective, there is provided according to the invention a method of activating and suspending an inhibition of a reduction in drag of an automatic gearbox during automatic piloting of a motor vehicle comprising a powertrain comprising an engine and a gearbox, the automatic pilot delivering requests for stopping and relaunching of the vehicle, instructions for engine torque, braking and gear change, characterized in that supervision is established with identification of a vehicle stop phase by combining a stop request, a zero torque setpoint in force and a braking setpoint in force and, when a stop phase is detected, there is an inhibition of reduction of drag of the gearbox resulting in a setpoint for coupling to neutral of the gearbox, then, when a take-off phase is detected, following a request for take-off and a non-zero torque setpoint, a suspension is inhibited of the reduction of drag of the gearbox resulting in a coupling setpoint corresponding to the passage of a first gear gearbox.

In an automatic gearbox, for example with a hydraulic converter, the converter always remains engaged when the vehicle is stopped. Without vehicle advancement, there is a 100% loss rate in the converter, which is disadvantageous. There is therefore energy dissipated in the form of heat in the torque converter.

However, as the engine continuously transmits torque to the drive wheels of the vehicle, without the application of sufficient braking force, either on the pedal for driving by the driver or by a sufficiently high braking instruction for automatic operation. , the vehicle can move by drag or creep.

A torque converter automatic gearbox therefore performs a drag or creep action, even if this does not result in the vehicle advancing, braking preventing it, if it is not at neutral or point. death. For an automatic gearbox with converter, in order to save fuel, when driving by the driver or non-delegated and therefore non-automatic driving, it is known to shift into neutral at a standstill and not to re-engage a gear, c that is to say, to suspend the inhibition, only if the driver's foot is pressed on the accelerator pedal. There is therefore no more energy loss in the converter while the vehicle is stopped.

The technical effect of the present invention is to transpose an inhibition activation method into driving by the driver during an automatic maneuvering of the vehicle without assistance from the driver. This makes it possible to have an acoustic and vibratory vehicle behavior in automatic driving which is comparable, if not entirely equivalent, to that in driving by the driver.

This transposition is made difficult because there is no longer any pressure from the driver's foot on the brake pedal or the accelerator pedal during automatic driving for the identification of stop phases. and take-off and that it is necessary to design a form of detection of a stop or take-off phase specific to an automatic piloting of the vehicle.

This problem was solved by considering requests for stopping or taking off associated with torque and braking or acceleration instructions in force as representative of a stopping or taking off of the vehicle and putting in place uses specific gear change means to inhibit drag reduction or to suspend this inhibition.

The object of the present invention therefore relates to the introduction of a method for enabling the inhibition of drag reduction when the vehicle is kept stationary by an automatic pilot system with the engine running or not. turning as well as a suspension of the inhibition during a takeoff. The present invention applies to all conventional engines with an automatic gearbox.

Advantageously, the automatic pilot delivering requests for stopping and starting the engine, the engine is stopped at the end of the vehicle stopping phase following a request to stop the engine, the next re-launch phase being initiated. by a request to start the engine. This is not limiting and the method according to the invention can also be implemented for a phase of stopping the vehicle without switching off or ultimately stopping the engine.

Advantageously, the inhibition of drag reduction of the gearbox and the suspension of the drag reduction inhibition respectively follow a request for inhibition of drag reduction and a request for suspension of the inhibition reduction of drag emitted by automatic piloting. This is done by the autopilot system.

Advantageously, after an inhibition of drag reduction of the gearbox, an engine speed decreases at idle and, if necessary, is canceled.

Advantageously, when the powertrain comprises a heat engine associated with a turbocharger, after inhibition of reduction of drag of the gearbox, a speed of a turbine of the turbocharger decreases.

Advantageously, the method comprises an initial step of verifying the start of automatic piloting when the vehicle is stopped and taking off again.

The invention also relates to a motor vehicle comprising a powertrain comprising an engine, a braking system, a gearbox and an automatic vehicle control system, when operational after activation of the driver of the vehicle via a man / machine interface, comprising means for issuing requests for stopping and relaunching of the vehicle, instructions for engine torque, braking to the braking system and shifting to the gearbox, said requests and instructions being sent by a coordinator of automatic instructions to activation means, the motor vehicle implementing such a method of activating and suspending an inhibition of a reduction in drag of an automatic gearbox, characterized in what the autopilot system issues requests to inhibit drag reduction and susp ension of the drag reduction inhibition by comprising means for identifying the stopping and relaunching phases of the motor vehicle, the automatic lockout coordinator comprising means for receiving inhibition and suspension requests and means for implementation of inhibition and suspension by the action of a coordinator of the needs for stopping or relaunching the engine and the coupling states of the gearbox with sending gearshift instructions to the gearbox .

Advantageously, the automatic gearbox is a gearbox with hydraulic torque converter.

Advantageously, the vehicle comprises a powertrain coordinator in charge of the operation of the engine and the automatic gearbox, a neutral report or a first report of the automatic gearbox being controlled by the coordinator of the automatic lockers via the coordinator of the needs for stopping or relaunching the engine and the gearbox coupling states respectively during inhibition and inhibition suspension, the automatic pilot system and / or the powertrain coordinator having means for receiving one or more operating parameters of the powertrain by being connected to sensors communicating to them driving parameters or external conditions in a vehicle environment.

Advantageously, the vehicle is a vehicle with a combustion engine, a propulsion vehicle other than a combustion engine or a hybrid vehicle.

Other characteristics, objects and advantages of the present invention will appear on reading the detailed description which follows and with regard to the appended drawings given by way of nonlimiting examples and in which:

- Figure 1 is a schematic representation of a motor vehicle with a heat engine and an automatic pilot system, such a vehicle being able to implement the method of activating and suspending an inhibition of a drag reduction of automatic gearbox according to the present invention,

- Figure 2 illustrates a timing diagram illustrating different parameters taken into account during the implementation of the method according to the invention.

It should be borne in mind that the figures are given by way of examples and are not limitative of the invention. They constitute schematic representations of principle intended to facilitate the understanding of the invention and are not necessarily at the scale of practical applications. In particular, the dimensions of the various elements illustrated are not representative of reality. In what follows, reference is made to all the figures taken in combination.

Referring more particularly to Figure 1, the motor vehicle for the implementation of a torque recovery process for a powertrain comprises a motor vehicle engine 1. The engine can be a thermal engine 1 but this is not limiting, any propulsion engine of the motor vehicle coming within the scope of the present invention.

The heat engine 1, when present, can be a compression-ignition engine, in particular a diesel engine or operating with diesel fuel or a spark-ignition engine, especially a petrol or mixture fuel engine containing petrol .

The vehicle comprises a coupling system 2 of the engine 1 to at least one driving wheel of the vehicle, by means of a clutch and a gearbox, advantageously an automated gearbox.

The automatic gearbox associated with the engine 1, as well as the engine 1, can be controlled by a coordinator 6 of the needs for stopping or relaunching the engine and the states of coupling of the gearbox under the direction of an automatic setpoint coordinator 5 himself dependent on an automatic piloting system 3.

These coordinators 6 and 5 and the automatic pilot system 3 can be integrated into a powertrain coordinator 4, also known as an engine control unit, in charge of the operation of the engine 1 and of the gearbox. automatic. During an automatic operation, an automatic gearbox report can be ordered by the automatic setpoint coordinator 5 via the gearbox coupling status coordinator 6, the two coordinators 5 and 6 being part of the transmission system. automatic pilot 3 towards the powertrain.

The powertrain coordinator 4 and the autopilot system 3 can have means for receiving one or more powertrain operating parameters possibly communicated by the powertrain coordinator 4 to the autopilot system 3.

The autopilot system 3 and / or the powertrain coordinator 4 as an engine control unit 1 can be connected to sensors communicating them driving parameters or external conditions in a vehicle environment. The automatic storage coordinator 5 can be part of the automatic piloting system 3 and the automatic piloting system 3 can be integrated into the powertrain coordinator 4 as shown in FIG. 1, while being housed on one or more computers, allowing a automated management of powertrain maneuvers and actions.

The vehicle therefore includes an automatic pilot system 3 for sending torque instructions to the powertrain, advantageously by the automatic instructions coordinator 5 in order to manage the automatic pilot, in particular the longitudinal dynamics.

Referring to all the figures, the present invention relates to a method for activating and suspending an inhibition of a reduction in automatic gearbox drag when an autopilot is used in a motor vehicle. The motor vehicle comprises a powertrain comprising an engine 1 and a gearbox, present in a coupling system 2.

In known manner, the autopilot delivers requests for stopping and relaunching of the vehicle as well as ADAS M engine torque setpoints, ADAS F brake setpoints and gearshift instructions but was until now unfit to implement requests to activate or suspend the inhibition of gearbox drag reduction.

To do this, according to the invention, supervision is established with identification of a vehicle stop phase by association of a stop request, a zero torque setpoint in force and a braking instruction in force. This shows that all the parameters agree towards stopping the vehicle with or without stopping the engine 1, for example by switching off the thermal engine 1 when a thermal engine is present in the motor vehicle.

When a stop phase is detected, an ADAS red tr reduction reduction of the gearbox drag is effected, resulting in a neutral coupling instruction for the gearbox. Acoustic and fuel consumption gains are then obtained. A start of the shutdown phase is referenced D AR in FIG. 2.

When a take-off phase is detected, that is to say a running phase of the vehicle after or without a restart of the engine 1, following a request for take-off and a non-zero torque setpoint, it is issued a suspension of the ADAS red tr reduction inhibition of the gearbox drag, resulting in a coupling instruction corresponding to the passage of a first gear ratio. The vehicle is then ready for driving, in other words for taking off again.

It can be an automatic pilot system 3 which issues requests to stop and start the engine 1. In this case, the engine 1 is stopped at the end of the vehicle stop phase following a request for stopping the engine 1, which is not necessarily the case in the context of the present invention. The next take-off phase can be initiated by a request to start engine 1, a need for take-off being referenced B Dec in FIG. 2.

Then, the inhibition of reduction ADAS red tr of drag of the gearbox and the suspension of the inhibition of reduction ADAS red tr of drag can take place respectively following a request for inhibition of reduction of drag and to a request to suspend the drag reduction inhibition, the two requests being sent by the automatic pilot, advantageously by the automatic pilot system 3.

Referring to Figure 2 while also referring to Figure 1 for missing references in Figure 2, during an automatic vehicle pilot, there may be stop phases during which the system autopilot 3 must brake the powertrain and send it a zero torque setpoint. After the engine 1 can be kept stationary or only the vehicle with subsequent implementation of all means to allow, if necessary, the engine 1 to restart and then to take off or take off the vehicle.

In Figure 2, V and F respectively mean true or false for a request or a parameter. VV qualifies vehicle speed profile. ADAS F stands for braking request for an advanced driver assistance function, also known by the acronym ADAS. ADAS M means request for engine torque.

ADAS Red references a request for reduction or inhibition of drag reduction. Tr red means inhibition or activation of drag reduction. PPA qualifies a pressure on the accelerator pedal by the driver which is zero during an automatic maneuver without the driver taking over the maneuver. VPMC represents the virtual motor pressure that can be graduated with graduations respectively greater than 20 bars, equal to 20 bars, equal to 10 bars, equal to 6 bars and equal to 0 bars.

EF refers to an effect of the inhibition of the reduction or suspension of the inhibition of the drag reduction on the engine speed VM and the turbine speed TM. The speeds are in kilometers per hour. D AR means start of the stopping phase. Before the stopping phase, the speed of the VV vehicle had decreased notoriously, then in the stopping phase stabilized at zero.

2 seconds AR means a stop having duration 2 seconds with a zero speed of Okm / H, which is considered to be sufficient to qualify a stop. RD means start of restart BDec means need to take off again. After a need for take-off and suspension of the drag reduction inhibition and end of the re-take-off phase, the speed of the vehicle VV increases sharply.

The start of the stopping phase is visible between times t1 and t2, as soon as the speed of the vehicle VV begins to decrease. A braking setpoint was determined by the automatic setpoint coordinator 5 via the engine stop or re-take-off needs coordinator and the coupling states 6 of the gearbox.

Between times t2 and t3, the start of the stopping phase takes place: the automatic pilot system 3 acts exclusively on the braking system by imposing a braking instruction by the coordinator of the automatic setpoints 5, continued ADAS F braking request. In addition, there is no torque request to the powertrain with a zero torque setpoint, following an ADAS M torque request. The driver has no action on the brake pedal since the vehicle is in automatic operation and the accelerator pedal pressure PPA is zero.

From time t3, the coordinator of the automatic setpoints 5 identifies a need for an engine stop 1 with inhibition of the drag reduction by considering a request to keep the automatic stop sent by the automatic pilot system. 3, which remains active with brake control by sending a non-zero braking instruction.

As a result, a request is made to inhibit the reduction of ADAS red tr drag to the coordinator of the needs for stopping or relaunching the engine and the coupling states 6 of the gearbox. The coordinator 6 receives this request ADAS red tr and begins monitoring to keep the vehicle stationary before sending, if necessary but not necessarily, a request to stop the engine 1 with the reduction in drag, which done at times t4 to t5. This monitoring also applies when the vehicle is not delegated to drive, therefore under the responsibility of the driver, but in this case, it is based on the brake support.

In the case of an automatic maneuver, when the vehicle is under delegation of control, monitoring is based on virtual master cylinder pressure information since it is not effective. This virtual master cylinder pressure corresponds to the braking setpoint sent by the automatic pilot system 3 from the automatic setpoint coordinator 5 via the engine stop or re-take-off needs coordinator and the coupling states 6 of the gearbox. .

When the coupling between the request of the coordinator of the automatic setpoints 5 and the virtual master cylinder pressure threshold makes it possible to identify a phase of stopping of the vehicle, the coordinator of the needs for stopping or relaunching the engine and gearbox coupling states 6 can stop engine 1 and send a request to inhibit drag reduction.

The effects of this request are visible on the behavior of the engine speed VM and the speed of a TM turbine for a turbocharged thermal engine 1. Normally, these two pieces of information are always linked. After the request to inhibit ADAS red tr drag reduction, the engine speed VM goes to idle, this until the stop, if the conditions are appropriate and the turbine speed TM decreases following the decoupling induced by the passage gearbox neutral.

When the automatic pilot system 3 identifies a need for take-off, that is to say the vehicle is rolling, the automatic pilot system 3 sends a request for take-off and a request for engine torque ADAS M to the coordinator automatic setpoints 5. The automatic setpoints coordinator 5 suspends the request for inhibition of the ADAS red tr reduction of drag, as shown between instants t5, t6.

The same reference ADAS red tr qualifies a request for inhibition as well as a request for suspension of inhibition with a passage in a position V of activation of the process according to the invention in these two cases, although the effects of these two requests for inhibition or suspension of inhibition of reduction of ADAS red tr drag are different.

From there, the re-launch phase begins following a need for re-take-off B dec and the end of the immobilization of the vehicle is proceeded with, if necessary, the engine stop 1. The inhibition of the Drag reduction is then suspended by the coordinator of the needs for stopping or relaunching the engine and the coupling states 6 of the gearbox. The engine stop is referenced AR in Figure 2 and two seconds at a speed of Okm / H is enough to qualify it.

The engine 1 has advantageously restarted, if it was stopped while being previously switched off and the automatic gearbox has received a gear change instruction by the coordinator of the requirements for stopping or relaunching the engine and of the coupling states 6 of the gearbox and engaged its first weakest gear while being the least geared down. The autopilot system 3 can again send its instructions by the automatic instructions coordinator 5 to the powertrain and the vehicle can take off, which is shown at times t6 to t7, following a need or a request for take-off B Dec .

As shown in Figure 2, after inhibition of the reduction ADAS red tr drag of the gearbox, at time t3, the engine speed VM decreases towards the predetermined idle and, if necessary, s' canceled. When the powertrain comprises a thermal engine 1 associated with a turbocharger, after an inhibition of reduction ADAS red tr of the gearbox drag, a speed of a turbine TM of the turbocharger also decreases and then rises again between times t5 to t7 .

The implementation of the method may be subject to an initial step of verifying the start of automatic piloting when the vehicle is stopped and taking off again. A time delay may be observed before implementing the inhibition and suspension of inhibition instructions. The qualification of a vehicle stop may be other than a duration of two seconds with zero speed.

The present invention therefore relates to a motor vehicle comprising a powertrain comprising an engine 1, a braking system, a gearbox and an automatic pilot system 3 of the vehicle.

The automatic pilot system 3 of the vehicle, when operational after activation of the driver of the vehicle via a man / machine interface, includes means for issuing requests for stopping and relaunching the vehicle, ADAS M engine torque, ADAS F braking instructions to the braking system and gear change to the gearbox. Said requests and instructions are sent by a coordinator of the automatic instructions 5 via a coordinator of the needs for stopping or relaunching the engine and the coupling states 6 of the gearbox serving as activation means.

The motor vehicle implements a method for activating and suspending an inhibition of a reduction in drag of an automatic gearbox as described above. The autopilot system 3 issues requests for inhibition of ADAS red tr reduction of drag and suspension of ADAS reduction of red tr drag inhibition by comprising means for identifying phases of stopping and relaunching of the vehicle. automobile.

The coordinator of the automatic instructions 5 includes means for receiving requests for inhibition and suspension ADAS red tr and means for implementing the inhibition and suspension by action of the coordinator of the stop needs or for relaunching the engine and the coupling states 6 of the gearbox with sending instructions specific to these two requests for shifting gears to the gearbox. For the inhibition, the gear shift gives the neutral or the neutral of the gearbox and for the suspension of the inhibition the gear shift gives the first gear ratio. The automatic gearbox can be a gearbox with hydraulic converter.

As previously mentioned, the autopilot system 3 may include a powertrain coordinator 4 in charge of operating the engine 1 and the automatic gearbox, a neutral report or a first report of the automatic gearbox being controlled by the coordinator of the automatic setpoints 5 via the coordinator of the requirements for stopping or relaunching the engine and the coupling states 6 of the gearbox respectively during inhibition and inhibition suspension.

The invention is in no way limited to the embodiments described and illustrated which have been given only by way of examples.

Claims (10)

Claims: 1. Method for activating and suspending an inhibition of an automatic gearbox drag reduction during an automatic piloting of a motor vehicle comprising a powertrain comprising an engine (1) and a gearbox , the automatic pilot delivering requests for stopping and relaunching of the vehicle, instructions for engine torque (ADAS M), braking (ADAS F) and gear change, characterized in that supervision is established with identification of '' a vehicle stop phase by combining a stop request, a zero torque setpoint in force and a braking setpoint in force and, when a stop phase is detected, it is carried out an inhibition of reduction (ADAS red tr) of drag of the gearbox resulting in a setpoint for coupling to neutral of the gearbox, then, when a take-off phase is detected, following a request for e take-off and at a non-zero torque setpoint, a suspension inhibition reduction (ADAS red tr) of the gearbox is emitted, resulting in a coupling setpoint corresponding to the passage of a first gear ratio gearbox. 2. Method according to claim 1, in which, the automatic pilot delivering requests for stopping and starting the engine (1), the engine (1) is stopped at the end of the vehicle stopping phase following a request d 'engine stop (1), the next relaunch phase being initiated by a request to start the engine (1). The method according to claim 1 or claim 2, wherein the reduction in drag inhibition (ADAS red tr) of the gearbox and the suspension of the reduction reduction inhibition (ADAS red tr) follow respectively a request to inhibit drag reduction and a request to suspend the inhibition of drag issued by the autopilot. 4. Method according to any one of the preceding claims, in which after an inhibition of reduction (ADAS red tr) of drag of the gearbox, an engine speed (VM) decreases at idle and, if necessary, is canceled . 5. The method of claim 4, wherein when the powertrain comprises a thermal engine (1) associated with a turbocharger, after inhibition of reduction (ADAS red tr) of drag of the gearbox, a speed of a turbine (TM) of the turbocharger decreases. 6. Method according to any one of the preceding claims, which comprises an initial step of verifying the start of automatic piloting when the vehicle is stopped and taking off again. 7. Motor vehicle comprising a powertrain comprising an engine (1), a braking system, a gearbox and an automatic piloting system (3) of the vehicle, when operational after activation of the driver of the vehicle by means of '' a man / machine interface, comprising means for issuing requests for stopping and relaunching of the vehicle, instructions for engine torque (ADAS M), braking (ADAS F) to the braking system and shifting to the gearbox, said requests and instructions being sent by an automatic instructions coordinator (5) to activation means, the motor vehicle implementing an activation and suspension method of an inhibition of a reduction in automatic gearbox drag according to any one of the preceding claims, characterized in that the automatic pilot system (3) delivers requests of inhibition of reduction (ADAS red tr) of drag and of suspension of inhibition of reduction (ADAS red tr) of drag by comprising means for identifying phases of stopping and relaunching of the motor vehicle, the coordinator of the automatic instructions (5) comprising means for receiving inhibition and suspension requests and means for implementing inhibition and suspension by the action of a stop or re-launch engine coordinator and coupling states (6) of the gearbox with sending gearshift instructions to the gearbox. 8. Vehicle according to claim 7, wherein the automatic gearbox is a hydraulic converter gearbox. 9. Vehicle according to claim 7 or claim 8, which comprises a powertrain coordinator (4) in charge of the operation of the engine (1) and of the automatic gearbox, a neutral gear or a first gear of the gearbox. automatic speeds being controlled by the automatic setpoint coordinator (5) via the engine stop or re-take-off needs coordinator and the coupling states (6) of the gearbox respectively during inhibition and suspension inhibition, the automatic pilot system (3) and / or the powertrain coordinator (4) having means for receiving one or more operating parameters of the powertrain by being connected to sensors communicating parameters to them driving or outside conditions in a vehicle environment. 10. Vehicle according to any one of claims 7 to 9, which is a vehicle 5 thermal engine (1), a non-thermal propulsion vehicle or a hybrid vehicle.