WO2010012942A2

WO2010012942A2 - System and method for controlling a hybrid drive train

Info

Publication number: WO2010012942A2
Application number: PCT/FR2009/051498
Authority: WO
Inventors: Arnaud Villeneuve; Alain Daumard; Mehdi Tibri; Pablo De Haro Sacristan
Original assignee: Renault S.A.S.
Priority date: 2008-07-30
Filing date: 2009-07-24
Publication date: 2010-02-04
Also published as: FR2934526B1; WO2010012942A3; FR2934526A1

Abstract

The invention relates to a method for controlling a power branching dual mode hybrid drive train (40), including: an internal combustion engine (1); at least two electrical machines (2a, 2b); an infinitely variable transmission (4) having three planetary gear trains (6, 7, 8) capable of operating according to two separate mechanical modes; and an electric storage battery (3). If an operation point being sought can be reached by a plurality of operation types for the hybrid drive train (40), the operation type having the lowest equivalent fuel consumption is determined, a change in mode for the infinitely variable transmission is controlled on the basis of the operation type for the hybrid drive train (40) having the lowest equivalent fuel consumption, and the rotation speed and the torque of the internal combustion engine (1) are determined on the basis of the operation type of the hybrid drive train (40) having the lowest equivalent fuel consumption.

Description

System and method for controlling a hybrid powertrain

The field of the present invention is the control of hybrid powertrains of the two-mode power-bypass type equipped with an infinitely variable transmission with two adaptation points (sometimes called "HEAT" for "High Efficiency Automatic Transmission") and more particularly the management of energy in such systems. Infinitely variable transmissions have found particular momentum with hybrid-powered motor vehicles. Indeed, the infinitely variable transmissions offer the possibility of modulating or increasing the torque delivered by a main motor source by varying the pairs delivered by two secondary motor sources. In the case of a hybrid powertrain vehicle, the main driving source is an internal combustion engine or heat engine, and the secondary drive sources are generally electric machines that can operate as an electric motor or regenerative braking system.

Thus equipped, a hybrid powertrain is capable of simulating an automatic gearbox by modulating the torque provided by the internal combustion engine while maintaining it at an optimum operating speed, generally a low speed, in order to limit polluting emissions and fuel consumption.

In the context of fuel reduction in a hybrid vehicle, it is generally resorted to a predominantly electric operation based on the joint use of the battery and the electric machines used as a means of propulsion and as a means of energy generation during regenerative braking.

Such a hybrid electrical and thermal system, with power bypass, allows a significant reduction in fuel consumption and CO ₂ emissions. In such a hybrid architecture, several types of operation are possible, for example with the heat engine alone, with the electric motors alone or with a hybrid combination of the engine and the electric motors. This choice of the operating mode and operating points of the engine has a significant influence on fuel consumption and CO ₂ emissions.

The known energy management methods, applied to hybrid power-bypass architectures, are generally defined for single-mode power bypass architectures with a single epicyclic gear train.

This type of architecture allows only one type of hybrid operation with the engine and an electric machine and a purely electrical type of operation in which only the electric machine ensures the traction of the vehicle and the recovery of energy.

These known methods do not make it possible to optimize the operation properly, which results in relatively high fuel consumption and CO ₂ emissions.

French patent application FR 2,845,643 describes a system and a method for controlling the operation of a hybrid motor vehicle engine. It is proposed in this document to compare the current consumption of the vehicle with an optimized consumption in order to determine the optimal mode of operation of the powertrain. The state of charge of the battery is also taken into account.

US Pat. No. 71,179,664 describes a system and method for controlling a hybrid powertrain with a single-mode power bypass. The method enslaved the operating instructions of the powertrain in a closed loop in order to minimize the difference between the measurement of the power passing through the battery and the reference value of the power passing through the power plant. battery to minimize charging and discharging cycles of said battery.

International Patent Application WO 2007-058330 discloses a system and method for controlling a hybrid powertrain with single-mode power bypass. The method includes determining a rotational speed range of the internal combustion engine based on the power passing through the battery. The method determines an operating point capable of best satisfying the torque requests of the driver as a function of the rotational speed range of the heat engine.

Electrical machines are known to have low torques compared to those of thermal engines. To remedy these defects without increasing the contribution of the internal combustion engine, infinitely variable transmissions of the dual-mode type can be employed. These transmissions comprise two mechanical modes of operation, a mode having high torques for a high speed of the vehicle, and a mode having high torques for a low speed of the vehicle. Both modes have a partial overlap of their speed ranges. Thus, depending on the speed range required by the driver, it is possible to activate one or other of the infinitely variable transmission modes in order to optimize the available torque.

The charge of the battery must be supervised so as to avoid extreme conditions, a maximum load involving a loss of energy, a minimum state not making it possible to supply the power supply of the electrical machines. The battery charge can also be optimized to prevent the occurrence of hysteresis decreasing total capacity and battery life.

However, there is no mention in the state of the art of taking into account the charging of the battery. Indeed, although not consuming fuel, a mode of operation at least partially electrical requires periodic recharging of the battery, despite the energy generated during the regenerative braking. Such reloads can be made during operation hybrid of the vehicle by taking part of the driving power of the internal combustion engine by the electric machines, or by external recharging of the vehicle. Thus, the charge of the battery represents a cost, which can be assimilated to a fuel consumption and which is not generally taken into account in the processes of energy management of motor vehicles.

A more global approach to the fuel consumption, and therefore the energy, of the vehicle implies, however, to take into account the energy cost of the battery. The object of the present invention is an energy management system making it possible to take into account the cost of charging the battery.

Another object of the present invention is an energy management system for determining the most fuel-efficient mode of operation of a power train having dual-mode hybrid architecture with two-point power bypassing. .

According to one aspect of the invention, there is defined a control method of a hybrid power-mode two-mode powertrain comprising an internal combustion engine, at least two electric machines, an infinitely variable transmission to three gear trains. epicyclic planes capable of operating in two distinct mechanical modes, and an electric storage battery.

In the case where a requested operating point can be reached by several types of operation of the hybrid powertrain, the type of operation having the lowest equivalent fuel consumption is determined, and an infinitely variable transmission mode change is controlled. depending on the type of operation of the hybrid powertrain with the lowest equivalent power consumption.

The rotation speed and the torque of the internal combustion engine are then determined according to the type of operation of the hybrid powertrain of lower equivalent consumption. Equivalent power consumption can be determined for each type of hybrid powertrain operation, based on vehicle speed, throttle and brake pedal depression, and battery charge status. An equivalent fuel consumption parameter can be estimated as a function of the state of charge of the battery, preferably as being proportional to the inverse of the state of charge of the battery.

The equivalent power consumption for one type of hybrid powertrain operation can be determined from the equivalent consumption parameter, the vehicle speed, and the torque setpoint.

The rotational speed and torque of the internal combustion engine can be determined for a type of hybrid powertrain operation based on the equivalent consumption parameter, the vehicle speed and the torque setpoint.

In another aspect, there is defined a control system of a hybrid power-split two-mode powertrain comprising an internal combustion engine, at least two electric machines, infinitely variable transmission to three epicyclic gear trains capable of operate in two separate mechanical modes, an electric storage battery, and vehicle and battery condition sensors.

The control system comprises means for determining the type of operation of the hybrid powertrain of lower equivalent consumption as a function of the signals received from the sensors, and means for determining the operating points of the internal combustion engine according to the type of operation. Hybrid powertrain with lower equivalent power consumption.

The control system may include a torque request determining module capable of determining the torque required by the driver as a function of the signals received from the sensors. The control system may comprise a module for determining the energy equivalent of the electric storage battery, for example in the form of an equivalent consumption parameter as a function of the inverse of the state of charge of the battery. The means for determining the type of operation of the hybrid powertrain may comprise memorized control mappings of the operation of the hybrid powertrain according to the parameter of equivalent consumption, the speed of the vehicle, and the torque request of the driver.

It is also possible to provide a comparator of the equivalent consumptions of the different types of operation of the hybrid powertrain, able to determine the mode of operation of lower equivalent consumption. The operating point determining means of the internal combustion engine may comprise memorized maps of the operating points of the internal combustion engine for the hybrid operating modes of the hybrid powertrain according to the parameter of equivalent consumption, of the speed of the vehicle. , and the torque request of the driver.

The stored maps can be replaced by analytical approximations implemented by calculation blocks, in the case where the size of the maps would be too important for their integration in the on-board computer on the vehicle.

Other objects, features and advantages of the invention will appear on reading the following description, given solely by way of nonlimiting examples and with reference to the appended drawings, in which: FIG. 1 schematically illustrates a powertrain with hybrid power - bypass architecture comprising infinitely variable transmission with two mechanical modes and two adaptation points; FIG. 2 is a graph illustrating the evolution of the torque at the wheel as a function of the speed of the vehicle for the powertrain of FIG. 1;

FIG. 3 is a graph illustrating the areas of torque / speed operating points accessible as a function of the types of operation of the hybrid powertrain;

FIG. 4 illustrates an embodiment of the main elements of the means for determining the type of operation of the hybrid powertrain; FIG. 5 illustrates an embodiment of the main elements of the means for determining the operating points of the internal combustion engine.

As illustrated by way of example in FIG. 1, a hybrid powertrain 40 for a motor vehicle comprises an internal combustion engine 1, a first electric machine 2a, a second electric machine 2b, an electric storage battery 3 and a infinitely variable transmission 4 comprising three epicyclic gear trains 6, 7 and 8, a first coupler 9, a second coupler 10, and a brake 19. The first epicyclic gear train 6 is connected by its ring gear C to the combustion engine internal 1 by the link 14, by its sun gear P to the first electric machine 2a by the link 15, and by its carrier PS to the sun gear P of the second epicyclic gear train 7 by the link 16. The carrier PS of the second epicyclic gear train 7 is connected to one of the terminals of the first coupler 9 by the connection 17 and to the ring gear C of the third epicyclic gear train 8 by the intermediate of the link 22, a gear 1 1, and the link 23. The first coupler 9 is connected by its other terminal to the brake 19 by the link 18. A link 20, connected between the first coupler 9 and the second epicyclic gear 7 is connected to one of the terminals of the second coupler 10. The other terminal of the second coupler 10 is connected to the ring gear C of the second epicyclic gear train 7 via a link 21. The link 21 is connected to the link 22 between the second train The planet gear P of the third epicyclic gear train 8 is connected to the internal combustion engine 1 via the link 13. The ring gear C of the third epicyclic gear train 8 is connected to the second electric machine 2b by via the link 24, a gearbox 12 and the link 25.

The link 24 is connected to the link 23. The planet carrier PS of the third epicyclic gear train 8 is connected by a link 26 to a first gearbox 27 itself connected to a second gearbox 29 via a link 28. The gearbox 29 is connected to a connection system 30 connected to the drive wheels 31 of a motor vehicle, not shown.

The first electrical machine 2a and the second electrical machine 2b are connected to the battery 3 through the connections 3a and 3b. A DC-DC converter element may be inserted between the connections 3a and 3b and the storage element 3. DC-AC conversion elements may be inserted between the connection

3a and the first electrical machine 2a and between the connection 3b and the second electric machine 2b. These different conversion elements are not shown in FIG.

The infinitely variable transmission 4 illustrated in FIG. 1 comprises two mechanical modes of operation thanks to the existence of the three epicyclic gear trains 6, 7 and 8. The mechanical mode change is ensured by the first coupler 9 and the second coupler 10.

A coupler is a mechanical element comprising two terminals. In general, when closing a coupler, the rotational speeds at its terminals are equal. If this restriction is applied to the case of infinitely variable transmission with two mechanical modes, it must be taken into account that the first coupler 9 is connected by one of its terminals to the brake 19. When it is desired to close the first coupler 9, the terminal connected to the second epicyclic gear 7 and the second coupler 10 must have a rotation speed equal to that of the terminal connected to the brake 19. Thus, it is deduced that the rotational speeds at the terminals of the first coupler 9 must be zero when of its closure. Similarly, the second coupler 10 is connected by one of its terminals to the second electrical machine 2b and its other terminal to the first coupler 9. When it is desired to close the second coupler 10, the speeds at its terminals must be equal. The rotational speeds of the second electrical machine 2b and a terminal of the first coupler 9 must therefore be equal.

The first mechanical mode is obtained when the first coupler 9 is closed and the second coupler 10 is open. Taking into account the closing conditions of the first coupler 9, it follows that the rotation speed of the second electric machine 2b, and the brake 19 must be equal. A brake having a zero rotation speed by definition, it follows that the rotation speed of the second electrical machine 2b must have a zero rotation speed in order to be able to close the first coupler 9. Moreover, when the first coupler 9 is closed, the torque across the coupler 10 is proportional to the torque of the first electric machine 2a. In order to be able to open the then closed coupler 10, it is necessary to reduce the torque to zero or close to zero.

The second mechanical mode is obtained when the first coupler 9 is open and the second coupler 10 is closed. In this case, the speed of rotation of the second electric machine 2b dictates the speed of rotation across the second coupler 10.

The couplers used may be of different types. The main types are multi-disc couplers or jaw couplers. Multi-disc couplers require a hydraulic system that maintains pressure. Jaw couplers use a complementary form and do not require an active system to keep them in place. They make it possible to achieve a gain in energy consumption. In a fuel-efficient hybrid vehicle, the use of jaw couplers is therefore preferably retained. The operation of the jaw couplers requires a zero torque at their terminals during an engagement or disengagement. By integrating this parameter into the previous operating conditions, it is understood that in the first mode mechanical, the torque of the first electrical machine 2a must be maintained at zero before the change of mode, since the torque across the couplers is proportional to the torque of the first electric machine 2a. In the second mechanical mode, the torque across the second coupler 10 in the closed position is proportional to the torque of the electric machine 2a. It then appears that the torque of the machine 2a must be maintained at zero during the change of mode.

Figure 2 shows the evolution of the torque at the wheel as a function of the vehicle speed for the four different types of operation of the infinitely variable transmission and the internal combustion engine.

A first type of operation 41 makes it possible to obtain a maximum torque T 1 at low speed and decreasing rapidly with increasing speeds up to the speed V ₁ . This first type of operation 41 corresponds to the first mode of the infinitely variable transmission 4 coupled to purely electrical operation, that is to say that the internal combustion engine 1 does not participate in the propulsion of the vehicle. A second type of operation 42 corresponds to the second mode of the infinitely variable transmission 4 also coupled to a purely electrical operation in which the internal combustion engine 1 does not participate in the propulsion. The second type of operation 42 makes it possible to obtain a maximum torque T2 lower than T 1 at low speed and decreasing with increasing speeds, up to the speed V ₂ .

Torque versus speed curves for the first and second types of operation have a wide range of pairs in common. At low speed, that is to say for transmission ratio values lower than the pair of couples in common, the couples accessible in the first type of operation 41 are greater than the couples accessible in the second type of operation 42. Beyond the beach of couples in common, the situation is reversed and couples accessible in the second type of operation 42 are greater than the accessible couples in the first type of operation 41. The range of couples in common represents a set of privileged values of transmission ratios for a mode change with retention of the best torque to the wheel.

Thus, for the first type 41, it can be seen that a lower torque is available at a lower speed than the torque in the second type 42. In addition, at higher speed (greater than Vi), the second type 42 allows to obtain a torque where the first type 41 is no longer able to provide a torque to the wheel.

A third type of operation 43 makes it possible to obtain a maximum torque T3 at low speed and decreasing with increasing speeds up to the speed V3. T3 is less than T1 but greater than T2. V3 is less than V _2, but greater than V _1. The third type of operation 43 corresponds to the first mode of the infinitely variable transmission 4 coupled to a hybrid operation, that is to say that the internal combustion engine participates in the propulsion of the vehicle with the electric machines 2a and 2b.

A fourth type of operation 44 makes it possible to obtain a maximum torque T4 at low speed and decreasing with increasing speeds up to the speed V ₄ . T4 is less than T2 and V ₄ is greater than V _2. Torque curves as a function of the transmission ratio for the third and fourth types of operation have a narrow range of pairs in common. At low speed, that is for transmission ratio values lower than the common pair range, the accessible couples in the third type 43 are greater than the accessible couples in the fourth type 44. Beyond the pair of pairs in common, the situation is reversed and accessible couples in the fourth type 44 are greater than the couples accessible in the third type 43. Thus, it is understood that the range of couples in common is also in this case a preferred range transmission reports for a change of mode with retention of the best torque at the wheel. In the third type of operation 43, there is a lower speed of torque greater than the torque in the fourth type of operation 44. Furthermore, at a higher speed than V3, the fourth type 44 makes it possible to obtain a torque where the third type 43 is no longer able to provide torque to the wheel.

It should be noted that the existence of a pair of pairs in common can not be limiting. Indeed, it is possible that this range of couples in common is reduced to a point depending on the specificities of the transmission and the different motor elements. This can not restrict the mode of implementation of the present invention.

FIG. 3 illustrates different domains defined by the curves of FIG. 2 representing the evolution of the torque as a function of the speed of the vehicle for the four types of operation 41,

42, 43 and 44.

The domain 45 is only accessible if the powertrain operates according to the third type 43. The domain 46 is only accessible if the powertrain operates according to the fourth type 44. The domain 47 is accessible when the powertrain operates according to the third type 43 or the fourth type 44. Finally, the domain 48 is accessible if the powertrain operates according to any of the types 41, 42, 43 or 44. The method and the control system of the powertrain of the invention are intended to allow the best choice of the type of operation, for cases where the operating point is in a range that is accessible with several types of operation. This is the case for domains 47 and 48.

In an embodiment illustrated in FIGS. 4 and 5, the control system of the hybrid powertrain comprises means 50 for determining the type of operation of the hybrid powertrain (FIG. 4) and means 100 for determining points of operation of the internal combustion engine (Figure 5), acting synergistically to minimize fuel consumption.

As shown in FIG. 4, the means 50 for determining the types of operation of the hybrid powertrain comprise a module 51 for determining the torque request and a module 52 for determining the energy equivalent of the battery of 3. Three four-dimensional mappings referenced 53, 54, 55 and 56 are stored in the means 50 and make it possible to determine the equivalent consumption in each of the types of operation of the hybrid powertrain. The map 53 determines the equivalent consumption in the first type of operation corresponding to the curve 41 of FIG. 2 which corresponds to the first mechanical mode of the transmission 4 associated with a hybrid operation for which the internal combustion engine 1 participates in propulsion with the electric machines 2a, 2b.

The second mapping 54 allows the determination of the equivalent consumption for the second type of operation which corresponds to the curve 42 of FIG. 2. In this type of operation, the transmission 4 is in the second mechanical mode and the operation of the powertrain is of the hybrid type, the internal combustion engine 1 participating in traction in combination with the two electric machines 2a, 2b. The third mapping 55 corresponds to the third type of operation illustrated by the curve 43 in FIG. 2. The transmission 4 is in the first mechanical mode and the operation is purely electric, the internal combustion engine not participating in the traction. The fourth map 56 corresponds to the third type of operation which is illustrated by the curve 44 of FIG. 2. In this case, the transmission is in the second mechanical mode and the operation is purely electric. A comparator 57 makes it possible to compare the equivalent consumptions of the various types of operation as determined by the maps 53 to 56, and to deduce therefrom the appropriate choice of the type of operation. The comparator may advantageously take into account various constraints of driving approval of the vehicle. The comparator may for example take into account time delays preventing the stopping of the internal combustion engine within a minimum period. It will also be possible to limit the frequency of changes in the types of operation. A sensor block, referenced 70 as a whole, is placed at the input of the determination means 50. The various sensors comprise in particular a vehicle speed sensor whose signal is fed through the connection 59 to the module 51 for determining the speed of the vehicle. the couple's request. This module also receives via the connection 60, the signal of a depression sensor of the pedal of the accelerator and by the connection 61 the signal of a sensor of depression of the brake pedal. The module 51 for determining the torque request transmits a torque signal on its output 63, which is brought to the input of the different maps 53 to 56 by the respective connections 64, 65, 66 and 67.

The module 52 for determining the energy equivalent of the battery 3 receives via the connection 62 a signal corresponding to the state of charge of the battery 3. The module 52 emits an output signal which corresponds to a parameter P of equivalent consumption. fuel. This parameter P can be considered as the equivalent of a fuel cost of the charge of the electric battery 3. If the parameter P is weak, the battery will be discharged. If the parameter P is large, the battery will charge. The parameter P is preferably inversely related to the state of charge of the battery in order to favor the charging of the battery when the state of charge is low, and its discharge when the state of charge is important. The output signal of the module 52 corresponding to the parameter P is brought to the respective inputs of the maps 53 to 56 by the respective connections 68, 69, 70 and 71. The maps 53 to 56 also receive on one of their inputs the signal emitted by the speed sensor of the vehicle. For this purpose, the sensor unit 70 is connected to the different maps 53 to 56 by the respective connections 72, 73, 74 and 75. The comparator 57 receives the respective outputs of the four maps 53 to 56 by the respective connections 76, 77, 78 and 79. One of the outputs of the comparator 57 is connected by the connection 80 to the transmission 4 so as to control the latter to place it in the mechanical mode corresponding to the lowest energy consumption as determined by the comparator 57. The second output 80a of the comparator 57 is connected to the stop and start control of the internal combustion engine 1.

The four maps 53 to 56 are 3-dimensional maps that provide information depending on the speed of the vehicle, the torque demanded on the wheels and the parameter P of equivalent fuel consumption. Each of the maps provides a corrected fuel consumption for the respective type of operation. This corrected consumption takes into account the losses of the various components and in particular the losses of the electrical machines, the ohmic losses in the battery as well as the losses in the transmission, and this for each of the types of operation. These optimal command maps can have large sizes, which can pose the problem of their integration in the memory of a computer on board a vehicle. We can consider reducing the size of the maps provided that we accept a minimum consumption on different types of driving cycles. Alternatively, it is possible to replace these maps by approximations by means of analytical expressions corresponding to each of the types of operation. When the comparator 57 sends an output signal causing the start of the internal combustion engine 1, it is still necessary to determine the operating points of the internal combustion engine. FIG. 5 illustrates a possible embodiment of means for determining the operating points of the internal combustion engine 1, these means being referenced 100 in their entirety in FIG. 5. A part of the members and elements illustrated in FIG. 5 is identical to those already illustrated in Figure 4 and used in the means 50 for determining the type of operation. These elements and identical elements bear the same references as in FIG.

It is in particular the sensor block 70 and the modules 51 and 52.

Two mappings 81 and 82 with three dimensions make it possible to provide the points of operation of the internal combustion engine respectively for the first type and the second type of operation of the powertrain. Thus, the mapping 81 corresponds to the first type of operation, which is a hybrid operation in which the transmission is in the first mechanical mode. The second mapping 82 corresponds to the second type of operation which is a hybrid operation in which the transmission is in the second mechanical mode. The two maps 81 and 82 receive on their three inputs respectively, the signal from the vehicle speed sensor via the connections 86 and 87, the output signal of the module 51 for determining the torque request by the connections 88 and 89, and finally the parameter P determined by the module 52 which is connected to the two maps 81 and 82 by the connections 90 and 91.

A selection block 85 is activated by the signal from the output 80a of the means 50 for determining the type of operation.

When the signal received by this connection indicates that the internal combustion engine is to be started, the selector 85 is activated and can determine the operating points optimized for the internal combustion engine. The selector 85 receives for this purpose through the connections 94 and 95 the operating points from the maps 81 and 82 which correspond to the first and second types of operation. The selection block 85 transmits on its output 96 a signal corresponding to the operating points of the internal combustion engine 1 for the type of operation previously determined by the means 50, for optimum consumption. This signal is fed to the control of the motor 1 as symbolized in FIG.

It will be noted that once the type of operation chosen by the determination means 50, the target operating points for the rotation speed CO ₁ and the torque T ₁ of the internal combustion engine are directly supplied by one of the maps 81 , 82 whose outputs depend on the vehicle speed ω ₀ , the torque to the wheels To and the state of charge of the battery. The rotational speeds and the target pairs of the two electric machines 2a, 2b respectively ω _a , T _a and (Ob, Tb, are also known because they depend linearly on the speeds ωo and Co _{1 as} well as the torque to the wheels To and the torque of the internal combustion engine T ₁ according to the following equations:

A B where the matrix is the matrix of kinematic relations C D of the infinitely variable transmission 4. The infinitely variable transmission comprising two mechanical modes of operation, there is a matrix of kinematic relations for each mechanical mode.

The method and control system described above enables an appropriate choice to be made between different types of possible operation of a dual power mode hybrid power train to reduce fuel consumption and emissions. CO ₂ of the vehicle equipped with this powertrain. Although the description was made from a two-mode power bypass architecture generally referred to as HEAT, it can also be applied to the same hybrid architecture with an additional electrical machine on the vehicle's rear axle, allowing obtain a four-wheel drive hybrid-powered vehicle.

Claims

A method of controlling a dual power mode hybrid powertrain (40) comprising an internal combustion engine (1), at least two electric machines (2a, 2b), infinitely variable transmission (4) to three epicyclic gear trains (6, 7, 8) capable of operating in two distinct mechanical modes and an electric storage battery (3), characterized in that, in the case where a requested operating point can be reached by several types of operation of the hybrid powertrain,

the type of operation with the lowest equivalent fuel consumption is determined,

controlling an infinitely variable transmission mode change according to the type of operation of the hybrid powertrain of lower equivalent power consumption, and

the rotational speed and the torque of the internal combustion engine are determined according to the type of operation of the hybrid powertrain of lower equivalent consumption.

2. Control method according to claim 1 wherein an equivalent consumption is determined for each type of operation of the hybrid powertrain, according to the speed of the vehicle, the depression of the accelerator and brake pedals, and the state of charge of the battery.

3. Control method according to one of the preceding claims, wherein it estimates an equivalent fuel consumption parameter according to the state of charge of the battery.

4. Control method according to claim 3, wherein the parameter of equivalent fuel consumption is estimated to be proportional to the inverse of the state of charge of the battery.

5. Control method according to one of claims 3 to 4, wherein the equivalent consumption is determined for a type of operation of the hybrid powertrain based on the fuel economy parameter the vehicle speed and the torque setpoint.

6. Control method according to one of claims 3 to 4, wherein the rotation speed and the torque of the internal combustion engine for a type of operation of the hybrid powertrain are determined according to the parameter of equivalent fuel consumption. , the vehicle speed and the torque setpoint. A control system of a dual power mode hybrid powertrain (40) comprising an internal combustion engine (1), at least two electric machines (2a, 2b), an infinitely variable transmission (4) to three epicyclic gear trains (6,

7, 8), capable of operating in two distinct mechanical modes, an electric storage battery (3), and sensors (70) of the state of the vehicle and the battery, characterized in that it comprises:

means (50) for determining the type of operation of the hybrid powertrain (40) of lower equivalent power consumption as a function of the signals received from the sensors (70), and

means (100) for determining the operating points of the internal combustion engine (1) according to the type of operation of the hybrid powertrain of lower equivalent consumption.

8. Control system according to claim 7, comprising a determination module (51) of the torque request able to determine the torque required by the driver as a function of the signals received from the sensors (70),

9. Control system according to one of claims 7 or 8, comprising a determination module (52) of an equivalent consumption parameter according to the inverse of the state of charge of the battery element ( 3).

The control system of claim 9 wherein the means for determining the type of operation of the hybrid powertrain comprises

control maps (53-56) for each type of operation of the hybrid powertrain according to the equivalent consumption parameter, the vehicle speed, and the driver torque request, and a comparator (57) of the consumptions equivalents of the different types of hybrid powertrain operation, able to determine the mode of operation of lower equivalent consumption.

1 1. Control system according to one of claims 9 or 10, wherein the means for determining the operating points of the internal combustion engine (1) comprise: maps (81, 82) of the operating points of the engine internal combustion engine (1) for hybrid operating modes of the hybrid power train (40) according to the equivalent consumption parameter, the vehicle speed, and the driver torque request.