FR3137644A1 - MULTI-CONDITION MONITORING OF AN AUTOMATIC VEHICLE PARKING FUNCTION - Google Patents

Abstract

A monitoring method is implemented in a vehicle including an electric prime mover providing an estimable output torque, and an automatic parking function requiring the provision of output torques to park it automatically. This method comprises a step (10-30) in which the use of the automatic parking function is prohibited when at least two conditions chosen from exceeding a first threshold are satisfied by a difference between a required output torque and a estimation of the output torque, an exceeding of a second threshold by an estimation of an acceleration of the vehicle which will cause the required output torque, a failure of the required output torque to belong to an interval of torques, a request to fall asleep of a supervision computer has been generated, and a current speed of the vehicle does not belong to a speed interval. Fig. 3

Description

MULTI-CONDITION MONITORING OF AN AUTOMATIC VEHICLE PARKING FUNCTION Technical field of the invention

The invention concerns vehicles comprising an automatic parking function, and more specifically the monitoring within such vehicles of the operation of such a function.

State of the art

Certain vehicles, possibly of the automobile type, include controllable steering, a controllable braking system, an electric prime mover forming part of a powertrain (or GMP) and providing an estimable output torque, and an automatic parking function specific to require the provision of successive output torques and control the braking system and steering to automatically park the vehicle. Note that the electric driving machine produces its output torque from the electrical energy supplied by a source of electrical energy on board the vehicle, such as for example a main (or traction) battery or a fuel cell.

When the driver of a vehicle decides to activate the automatic parking function of the latter, vehicle equipment, generally the GMP supervision computer, monitors this automatic parking function to prevent an incident from occurring. , which could cause damage to the vehicle and/or another vehicle located in the immediate vicinity of the latter and/or cause injury to a person (passenger or pedestrian) and/or a loss of confidence of the driver in this automatic parking function.

Currently, this monitoring consists only of comparing to a chosen threshold a difference between the output torque which is required by the automatic parking function and an estimate of the output torque actually delivered at the output of the electric motor machine, and, when this difference is greater than this threshold, to temporarily prohibit the use of the automatic parking function.

During automatic parking, the automatic parking function triggers an actuation of the braking system at selected times and therefore the aforementioned monitoring is certainly essential, but is not sufficient to verify that the automatic parking function is working correctly. Indeed, the aforementioned monitoring does not mean that the so-called “wheel” torque is monitored (that is to say actually received by each wheel), because when the automatic parking function triggers an actuation of the parking system braking on a wheel, the torque output from the electric driving machine no longer reaches this wheel completely since part of this torque is taken up by the braking system.

The invention therefore aims in particular to improve the situation.

Presentation of the invention

It proposes in particular for this purpose a monitoring method, on the one hand, intended to be implemented in a vehicle comprising controllable steering and braking systems, an electric driving machine providing an estimable output torque, and a parking function. automatic capable of requiring the provision of successive output torques and of controlling the braking system and the steering to automatically park the vehicle, and, on the other hand, comprising a step in which, when a difference between a required output torque and an estimate of the output torque is greater than a first chosen threshold, the use of the automatic parking function is temporarily prohibited.

This monitoring process is characterized by the fact that in its step the use of the automatic parking function is also temporarily prohibited when at least one condition chosen from:

- exceeding a second threshold chosen by an estimate of the acceleration of the vehicle that the required output torque will cause,

- the required output torque does not belong to a chosen interval of torques,

- a request to put a supervisory computer of the electric motor machine to sleep has been generated in the vehicle, and

- a current speed of the vehicle does not belong to a chosen speed interval.

Thanks to the invention, the probability of an incident occurring due to the current use of the automatic parking function is very significantly reduced, which almost certainly makes it possible to avoid damage to the vehicle and/or or another vehicle located in the immediate vicinity of the latter and/or injuring a person (passenger or pedestrian) and/or causing the driver to lose confidence in this automatic parking function.

The monitoring method according to the invention may include other characteristics which can be taken separately or in combination, and in particular:

- in its stage the first threshold can be between 5 N.m and 20 N.m;

- in its stage the second threshold can be chosen according to a current slope of a traffic lane on which the vehicle is traveling;

- in its stage the second threshold can be between 2 m/s²and 3 m/s² ;

- in its stage the torque interval can include a lower limit between -700 N.m and -500 N.m, and an upper limit between +800 N.m and +1000 N.m;

- in its stage the speed interval may include a lower limit between -30 km/h and -10 km/h, and an upper limit between +10 km/h and +30 km/h;

- in its step, in the event of a temporary ban on the use of the automatic parking function, it is also possible to carry out in the vehicle at least one complementary action chosen from a generation of an alert from a user of the vehicle of this prohibition of use and a recording of at least one fault code representative of a cause of this prohibition of use.

The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a monitoring method of the type of that presented above to monitor an automatic parking function for automatically parking a vehicle including a controllable steering and braking system, and an electric prime mover providing an estimable output torque.

The invention also proposes a monitoring device, on the one hand, intended to equip a vehicle comprising controllable steering and braking systems, an electric driving machine providing an estimable output torque, and an automatic parking function capable of requiring the supply of successive output torques and to control the braking system and the steering to automatically park the vehicle, and, on the other hand, comprising at least one processor and at least one memory arranged to carry out the operations consisting, when a deviation between a required output torque and an estimate of the output torque is greater than a first chosen threshold, to temporarily prohibit the use of the automatic parking function.

This monitoring device is characterized by the fact that its processor and memory are further arranged to also temporarily prohibit the use of the automatic parking function when at least one condition chosen from an exceeding of a second threshold chosen by an estimate of an acceleration of the vehicle that the required output torque will cause, a failure of the required output torque to belong to a chosen torque interval, a request to put a supervision computer of the electric motor machine to sleep has been generated in the vehicle, and a non-belonging of a current speed of the vehicle to a chosen speed interval.

The invention also proposes a vehicle, possibly of automobile type, and comprising, on the one hand, controllable steering and braking systems, an electric driving machine providing an estimable output torque, and an automatic parking function capable of requiring the supply of successive output torques and to control the braking system and the steering to automatically park the vehicle, and, on the other hand, at least one monitoring device of the type of that presented above.

Brief description of the figures

Other characteristics and advantages of the invention will appear on examination of the detailed description below, and the appended drawings, in which:

schematically and functionally illustrates an exemplary embodiment of a vehicle offering an automatic parking function and comprising a GMP, with an electric motor powered by a rechargeable main battery, and a monitoring device according to the invention,

schematically and functionally illustrates an exemplary embodiment of a supervision computer comprising an exemplary embodiment of a monitoring device according to the invention, and

schematically illustrates an example of an algorithm implementing a monitoring method according to the invention.

Detailed description of the invention

The invention aims in particular to propose a monitoring method, and an associated DS monitoring device, intended to allow multi-condition monitoring of an automatic parking function of a vehicle V with an MME electric motor.

In what follows, we consider, by way of non-limiting example, that the vehicle V is of the automobile type. This is for example a car, as illustrated in the . But the invention is not limited to this type of vehicle. It concerns in fact any type of vehicle comprising a powertrain (or GMP) comprising an electric driving machine supplied with electrical energy by an electrical energy source, such as for example a main (or traction) battery or a fuel cell. Thus, it concerns, for example, land vehicles (utility vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and road machinery. caterpillar(s), for example), boats and aircraft.

Furthermore, we consider in what follows, by way of non-limiting example, that the vehicle V comprises a powertrain (or GMP) of all-electric type (and therefore whose traction is ensured exclusively by at least one electric driving machine MRS). But the GMP could be of hybrid type (thermal and electric).

In addition, we consider in what follows, by way of non-limiting example, that the electric driving machine MME is supplied with electrical energy by a main (or traction) battery BP, rechargeable during recharging phases. But the MME electric driving machine could be supplied with electrical energy by a fuel cell.

We have schematically represented on the a vehicle V comprising an electric GMP transmission chain (and therefore an MME electric driving machine), an on-board network RB, a utility battery BS, a main (or traction) battery BP, a CV converter, and a device DS surveillance according to the invention. Note that vehicle V also includes a controllable braking system and controllable steering, and provides an automatic parking function allowing it to be parked in an automated manner. For example, this automatic parking function can be provided by a DCT trajectory control device of the ESP/ABS type (ESP: “Electronic Stability Program”), ABS: “Anti-Blocking System”).

When the automatic parking function is selected (or activated) by the driver of vehicle V, it requires the provision of successive csr output torques and controls the braking system and steering to automatically park vehicle V.

The RB on-board network is an electrical supply network to which electrical (or electronic) equipment (or components) are coupled which consume electrical energy.

The utility battery BS is responsible for supplying electrical energy to the on-board network RB, in addition, here, to that supplied by the CV converter powered by the main battery BP, and sometimes instead, here, of this converter RESUME. For example, this BS utility battery can be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least via the CV (current) converter. We consider in the following, by way of non-limiting example, that the BS utility battery is of the 12 V Lithium-ion type.

The transmission chain has a GMP which is, here, purely electric and therefore which includes, in particular, an electric driving machine MME, an AM motor shaft, and an AT transmission shaft. Here we mean "electric driving machine" an electric machine arranged so as to provide torque to move the vehicle V when it is supplied with electrical energy (here) by the main battery BP (we then speak of supplying a torque positive output), as well as possibly recovering torque in regenerative braking (we then speak of providing a negative output torque).

The operation of the GMP (and therefore of the MME electric motor machine) is supervised by a CS supervision computer.

The electric driving machine MME (here an electric motor) is here coupled to the main battery BP, in order to be supplied with electrical energy, as well as possibly to supply this main battery BP with electrical energy, in particular during braking recuperative.

We consider in the following, by way of non-limiting example, that the electric motor machine MME comprises a rotor and a stator.

Furthermore, this electric motor machine MME is coupled to the motor shaft AM, to provide it with an output torque by rotational drive. This motor shaft AM is here coupled to a reduction gear RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential D1. The operation of the electric motor machine MME is controlled by a machine computer CM, and supervised by the supervision computer CS.

This first train T1 is here located in the front part PVV of the vehicle V. But in a variant this first train T1 could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

The CV converter is also responsible, here, during the driving phases of the vehicle V, of converting part of the electric current stored in the main battery BP to supply converted electric current to the on-board network RB and the service battery BS (for the reload).

Note, as illustrated non-limitatively in the , that the CV converter can be part of a CH charger also including a recharge calculator (not illustrated) responsible, at least, for controlling the recharges of the main battery BP.

The main (or traction) battery BP can, for example, include electrical energy storage cells, possibly electrochemical (for example of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type). Also for example, the main BP battery can be of the low voltage type (typically 450 V for illustration purposes). But it could be medium voltage or high voltage.

It should also be noted that the main battery BP is associated with a battery box BB which notably includes a battery calculator CB. This main battery BP and its battery box BB constitute a battery pack.

It will also be noted that in the example illustrated non-limitingly on the the vehicle V also includes a distribution box BD to which the utility battery BS, the CV converter and the on-board network RB are coupled. This distribution box BD is responsible for distributing in the on-board network RB the electrical energy stored in the utility battery BS or produced by the converter CV, for powering the electrical components (or equipment) coupled to the on-board network RB depending on power requests received (in particular from the GMP CS supervision computer).

As indicated above, the automatic parking function requires the provision of successive csr output torques. To this end, the trajectory control device DCT (here providing the automatic parking function) requests the supervision computer CS that the electric driving machine MME successively provides the required output torques csr to move the vehicle V in a controlled manner.

For example, the supervision computer CS can receive from the trajectory control device DCT a torque instruction at the wheel ccr, which it converts into a required output torque csr by dividing it by the reduction of the reduction gear RD (or a possible gearbox). Then, the supervision computer CS sends this required output torque csr to the machine computer CM so that the electric motor machine MME provides this required output torque csr on its output. It will be noted that the machine calculator CM then makes an estimate ecs of the output torque which is actually supplied at the output of the electric motor machine MME, thanks to measurements on the rotor of the latter (MME), then it sends this estimate of the DHW output torque to the CS supervision computer.

As mentioned above, the invention notably proposes a monitoring method intended to enable multi-condition monitoring of the automatic parking function of vehicle V.

This (monitoring) method can be implemented at least partially by the monitoring device DS (illustrated at least partially in Figures 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal (or DSP (“Digital Signal Processor”)), and at least one MD memory. This DS monitoring device can therefore be produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”). For example, it can be a microcontroller.

The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the monitoring process. The processor PR1 may include integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or non-wired connections. By integrated (or printed) circuit we mean any type of device capable of performing at least one electrical or electronic operation.

In the example illustrated without limitation in Figures 1 and 2, the monitoring device DS is part of the supervision computer CS. But this is not obligatory. Indeed, the monitoring device DS could include its own dedicated computer, which is then coupled to the supervision computer CS, or could be part of another on-board computer (for example the machine computer CM).

As illustrated without limitation on the , the (monitoring) method, according to the invention, comprises a step 10-30 which is implemented when the GMP of the vehicle V is in operation and the automatic parking function has been selected (or activated) by the driver of the vehicle V.

Step 10-30 of the method includes a sub-step 30 in which (the monitoring device) temporarily prohibits the use of the automatic parking function when a first condition and at least one other condition are satisfied.

The first condition consists of exceeding a first threshold s1 chosen by a difference ect between the output torque csr (which was required by the automatic parking function) and the estimate ecs of the output torque (provided by the computer of machine CM following the supply of the output torque csr by the electric driving machine MME).

Each other condition is chosen from:

- the exceeding of a second threshold s2 chosen by an estimate ea of the acceleration of the vehicle V which will cause the required output torque csr,

- the required output torque csr does not belong to a chosen interval of torques ic,

- a request to put the CS supervision computer to sleep has been generated, and

- the current speed vv of the vehicle V does not belong to a chosen speed interval iv.

It will be understood that depending on the arrangement of the monitoring device DS, the satisfaction of the first condition and the second condition (exceeding of the second threshold s2) and/or the third condition (non-belonging of the required output torque csr to the torque interval ic) and/or the fourth condition (generation of the request to fall asleep) and/or the fifth condition (non-belonging of the current speed vv to the speed interval iv).

When the first condition is satisfied, it is considered that there is an operating anomaly of the automatic parking function because it is abnormal for the estimate of the output torque ecs to be too different from the required output torque csr.

When the second condition is used and satisfied, it is considered that there is an operating anomaly of the automatic parking function because it is abnormal for the estimate ea of the next acceleration of the vehicle V to exceed the second threshold s2.

When the third condition is used and satisfied, it is considered that there is an operating anomaly of the automatic parking function because it is abnormal that the required output torque csr is outside the torque interval ic.

When the fourth condition is used and satisfied, it is considered that there is an incompatibility between the sleep request and the current use of the automatic parking function, because it is abnormal for the CS supervision computer to fall asleep while the automatic parking function which requires the latter (CS) is in operation.

When the fifth condition is used and satisfied, it is considered that there is an operating anomaly of the automatic parking function because it is abnormal for the current speed vv to be outside the speed interval iv.

Thanks to this monitoring based on the satisfaction of at least two conditions (including the first), the probability of an incident occurring due to the current use of the function is reduced very significantly, or even to zero. automatic parking. This almost certainly avoids damaging the vehicle V and/or another vehicle located in the immediate vicinity of the latter and/or injuring a person (passenger or pedestrian) and/or causing a loss of confidence on the part of the vehicle. driver in this automatic parking function.

The determination of the difference ect between the required output torque csr and the estimation of the output torque ecs can be carried out by the monitoring device DS in a substep 10 of step 10-30. Note that preferably the determined ect difference is equal to the absolute value of the difference between ecs and csr (i.e. ect = |ecs - csr|), because this makes it possible to take into account both excessively high values of ecs and DHW values too low.

Step 10-30 can then also include a sub-step 20 in which (the monitoring device) compares the deviation ect determined to the first threshold s1. Then, if the deviation ect is greater than the first threshold s1 we (the monitoring device DS) consider that there is an anomaly at the level of the deviation ect and therefore we (the monitoring device DS) temporarily prohibit the using the automatic parking function in substep 30.

On the other hand, if this deviation ect is less than the first threshold s1 we (the monitoring device DS) consider that there is no anomaly in terms of the deviation ect and therefore we (the monitoring device DS) proceeds to check each other condition used, still in substep 20.

For example, when the second condition is used, we (the monitoring device DS) can start by determining the estimate of the acceleration ea. This can be done in at least two ways.

A first way consists first of all in obtaining the rotation speed of the rotor wr determined by the machine calculator CM, then in estimating the acceleration of the vehicle ae (which is represented by the acceleration of the rotor) using a formula of type ae = ecs * wr / icdt, where icdt is the value of the inertia of the transmission chain (measured during the development phase of a vehicle similar to vehicle V, and for example stored in a memory of the monitoring device DS (or the CS supervision computer)).

A second way consists first of all in obtaining rotational speeds of the rotor wr at successive times t and t+dt (determined by the machine computer CM), then in calculating the acceleration of the vehicle ae (which is represented by the acceleration of the rotor) using a formula like ae = (wr(t+dt) - wr(t))/dt.

Then, we (the monitoring device DS) can compare the acceleration of the vehicle ae to the second threshold s2. Then, if the acceleration of the vehicle ae is greater than the second threshold s2, we (the monitoring device DS) consider that there is an anomaly in the acceleration of the vehicle ae, and therefore we (the monitoring device DS) temporarily prohibits the use of the automatic parking function in substep 30.

On the other hand, if this acceleration of the vehicle ae is less than the second threshold s2, we (the monitoring device DS) consider that there is no anomaly in the acceleration of the vehicle ae, and therefore we ( the monitoring device DS) proceeds to verify each other condition used (not yet verified), still in substep 20.

Also for example, when the third condition is used, we (the monitoring device DS) can compare the required output torque csr to the lower and upper limits of the torque interval ic. Then, if the required output torque csr is not between these lower and upper limits of the torque interval ic, we (the monitoring device DS) consider that there is an anomaly in the output torque required csr, and therefore we (the DS monitoring device) temporarily prohibits the use of the automatic parking function in substep 30.

On the other hand, if the required output torque csr is between the lower and upper limits of the torque interval ic, we (the DS monitoring device) consider that there is no anomaly at the torque level required output csr, and therefore we (the monitoring device DS) proceed to verify each other condition used (not yet verified), still in substep 20.

Also for example, when the fourth condition is used, we (the monitoring device DS) can check whether a request to put the supervision computer CS to sleep has been generated in the vehicle V. If so, we (the monitoring device DS monitoring) considers that there is an incompatibility between the sleep request and the current use of the automatic parking function, and therefore we (the DS monitoring device) temporarily prohibit the use of the parking function automatic in substep 30.

On the other hand, if no request for the CS supervision computer to go to sleep has been generated, we (the DS monitoring device) consider that there is no incompatibility, and therefore we (the DS monitoring device ) proceeds to check each other condition used (not yet checked), still in substep 20.

Also for example, when the fifth condition is used, we (the monitoring device DS) can compare the current speed vv (for example provided by the trajectory control device DCT) to the lower and upper limits of the speed interval iv. Then, if the current speed vv is not between these lower and upper limits of the speed interval iv, we (the monitoring device DS) consider that there is an anomaly in the current speed vv, and therefore we (the monitoring device DS) temporarily prohibits the use of the automatic parking function in substep 30.

On the other hand, if the current speed vv is between the lower and upper limits of the speed interval iv, we (the monitoring device DS) consider that there is no anomaly in the speed in progress vv, and therefore we (the monitoring device DS) proceed to verify each other condition used (not yet verified), still in substep 20.

It is important to note that the order of verification of the second, third, fourth and fifth conditions is not necessarily the one described above. We can in fact envisage different orders, just as we can envisage that at least two conditions are verified substantially simultaneously by the monitoring device DS.

For example, in step 10-30 the first threshold s1 can be between 5 N.m and 20 N.m. As an illustrative example, the first threshold s1 can be equal to 10 N.m. But other values of first threshold s1 can be used. For example, the value of the first threshold s1 can be chosen during the development phase of the vehicle V.

It will be noted that in step 10-30 it is advantageous for the second threshold s2 to be chosen as a function of the current slope of the traffic lane on which the vehicle V is traveling. It will in fact be understood that the same acceleration of the vehicle V will not have the same consequences on the latter (V) depending on whether he is driving uphill or downhill. This current slope can be provided by a navigation aid device on board the vehicle V, or can be determined from measurements provided by at least one sensor on board the vehicle V.

Also for example, in step 10-30 the second threshold s2 can be between 2 m/s ² and 3 m/s ² . As an illustrative example, the second threshold s2 can be equal to 2.5 m/s ² . But other values of second threshold s2 can be used. For example, the value of the second threshold s2 can be chosen during the development phase of the vehicle V. Note that instead of using a second threshold s2 in m/s ² we can use a second threshold s2 in rad /s ² . For example, a second threshold s2 equal to 2.5 m/s ² can correspond to a second threshold s2 equal to 70 rad/s ² .

Also for example, in step 10-30 the torque interval ic may comprise a lower limit which is between -700 N.m and -500 N.m, and an upper limit which is between +800 N.m and +1000 N.m. As an illustrative example, the lower limit can be equal to -600 N.m and the upper limit can be equal to +900 N.m. But other lower bound and upper bound values of the torque interval ic can be used. For example, the values of the lower limit and upper limit of the torque interval ic can be chosen during the development phase of the vehicle V.

Also for example, in step 10-30 the speed interval iv may comprise a lower limit which is between -30 km/h and -10 km/h, and an upper limit which is between +10 km/h. h and +30 km/h. As an illustrative example, the lower limit can be equal to -20 km/h and the upper limit can be equal to +20 km/h. But other lower bound and upper bound values of the speed interval iv can be used. For example, the values of the lower limit and upper limit of the speed interval iv can be chosen during the development phase of the vehicle V.

It will also be noted that in sub-step 30 of step 10-30, when the temporary prohibition of use of the automatic parking function has been decided, it is also possible to carry out (the monitoring device DS can trigger the implementation ) in the vehicle V at (at) least one complementary action which is chosen from a generation of an alert of a user (or passenger (preferably the driver)) of the vehicle V of this prohibition of use and a recording of at least one fault code representative of the cause of this prohibition of use.

The user of vehicle V can be alerted, for example, by turning off a light dedicated to the use of the automatic parking function and previously lit (for example present in the dashboard) and /or a message displayed on at least one screen of vehicle V (for example on the dashboard or a central instrument panel) or on the screen of a smart phone (or “smartphone”) of the user, and/or broadcast by at least one speaker of the vehicle V or this smartphone.

The recording of at least one fault code representative of the cause of a prohibition of use is intended to facilitate the understanding of the origin of this prohibition of use by an after-sales service technician, and to allow this technician to resolve the problem and inform the user of vehicle V of the origin of such a ban on use.

Note also, as illustrated non-limitatively in the , that the supervision computer CS (or the computer of the monitoring device DS) can also include a mass memory MM1, in particular to store the required output torque csr, the estimate of the output torque ecs, the speed of the vehicle in course vv, the rotation speed of the rotor wr, the possible current slope of the traffic lane on which the vehicle V is traveling, as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS (or the computer of the monitoring device DS) can also include an input interface IE for receiving at least the required output torque csr, the estimation of the output torque ecs, the current vehicle speed vv, the rotor rotation speed wr, the message signaling the request for the CS supervision computer to go to sleep, and the possible current slope, to use them in calculations or processing, possibly after the having shaped and/or demodulated and/or amplified, in a manner known per se, by means of a digital signal processor PR2. In addition, this CS supervision computer (or the DS monitoring device computer) can also include an IS output interface, in particular to deliver a message (or order) prohibiting use of the automatic parking function, a possible user alert message, and a possible message containing a fault code.

It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1 is capable of implementing the monitoring method described above to monitor the automatic parking function of the vehicle V.

Claims (10)

Monitoring method for a vehicle (V) comprising controllable steering and braking systems, an electric prime mover (MME) providing an estimable output torque, and an automatic parking function capable of requiring the provision of successive output torques and controlling said braking and steering system to automatically park said vehicle (V), said method comprising a step (10-30) in which, when a difference between a required output torque and an estimate of the output torque is greater than a first chosen threshold, the use of said automatic parking function is temporarily prohibited, characterized in that in said step (10-30) the use of said automatic parking function is also temporarily prohibited when at least one condition is satisfied chosen from exceeding a second threshold chosen by an estimation of an acceleration of said vehicle (V) which will cause said required output torque, a non-belonging of said required output torque to a chosen interval of torques, a request for falling asleep of a supervision computer (CS) of said electric motor machine (MME) has been generated in said vehicle (V), and a current speed of said vehicle (V) not belonging to a chosen speed interval. Method according to claim 1, characterized in that in said step (10-30) said first threshold is between 5 N.m and 20 N.m. Method according to claim 1 or 2, characterized in that in said step (10-30) said second threshold is chosen as a function of a current slope of a traffic lane on which said vehicle (V) is traveling. Method according to one of claims 1 to 3, characterized in that in said step (10-30) said second threshold is between 2 m/s ² and 3 m/s ² . Method according to one of claims 1 to 4, characterized in that in said step (10-30) said torque interval comprises a lower limit between -700 N.m and -500 N.m, and an upper limit between +800 N.m and +1000 N.m. Method according to one of claims 1 to 5, characterized in that in said step (10-30) said speed interval comprises a lower limit between -30 km/h and -10 km/h, and an upper limit included between +10 km/h and +30 km/h. Method according to one of claims 1 to 6, characterized in that in said step (10-30), in the event of a temporary ban on the use of said automatic parking function, also in said vehicle (V) at least one complementary action chosen from generating an alert from a user of said vehicle (V) of said prohibition of use and a recording of at least one fault code representative of a cause of said prohibition of use. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the monitoring method according to one of claims 1 to 7 to monitor an automatic parking function capable of automatically parking a vehicle (V) comprising controllable steering and braking systems, and an electric prime mover (MME) providing an estimable output torque. Monitoring device (DS) for a vehicle (V) comprising a controllable steering and braking system, an electric prime mover (MME) providing an estimable output torque, and an automatic parking function capable of requiring the provision of output torques successive and to control said braking and steering system to automatically park said vehicle (V), said monitoring device (DS) comprising at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when 'a difference between a required output torque and an estimate of the output torque is greater than a first chosen threshold, to temporarily prohibit the use of said automatic parking function, characterized in that said processor (PR1) and memory (MD ) are further arranged to also temporarily prohibit the use of said automatic parking function when at least one condition chosen from exceeding a second threshold chosen by an estimate of an acceleration of said vehicle (V) is satisfied. cause said required output torque, said required output torque does not belong to a chosen torque interval, a request to put a supervision computer (CS) of said electric motor machine (MME) to sleep has been generated in said vehicle (V), and a current speed of said vehicle (V) not belonging to a chosen speed interval. Vehicle (V) comprising controllable steering and braking systems, an electric prime mover (MME) providing an estimable output torque, and an automatic parking function capable of requiring the provision of successive output torques and controlling said braking system and direction for automatically parking said vehicle (V), characterized in that it further comprises a monitoring device (DS) according to claim 9.