• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for monitoring a control fault of the powertrain of a motor vehicle. The method applies to conventional vehicles with a motorization mode but also advantageously to hybrid vehicles or electric vehicles having multiple torque actuators that it is necessary to coordinate. The method comprises determining (31) a setpoint conductive to the wheels and determining (32) a plurality of steering instructions distributing the driver setpoint to the wheels to a plurality of torque actuators of the transmission of the powertrain, and according to the invention, it further comprises the determination (33) of a theoretic conductor setpoint for the wheels calculated from at least the plurality of steering instructions and a predetermined modeling of the transmission.
    公开号:FR3062357A1
    申请号:FR1750760
    申请日:2017-01-31
    公开日:2018-08-03
    发明作者:Ridouane Habbani；Cyrille Bertrand
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    Holder (s): PEUGEOT CITROËN AUTOMOBILES SA Société anonyme.
    O Extension request (s):
    ® Agent (s): PEUGEOT CITROËN AUTOMOBILES SA Public limited company.
    ® PROCESS FOR MONITORING A FAULT IN CONTROL OF THE DRIVE GROUP OF A VEHICLE.
    FR 3 062 357 - A1 (57) The invention relates to a method for monitoring a fault in the control of the powertrain of a motor vehicle. The method is applicable to conventional vehicles with a motorization mode but also advantageously to hybrid vehicles or electric vehicles comprising multiple actuators in torque which it is necessary to coordinate. The method comprises the determination (31) of a driver setpoint at the wheels and the determination (32) of a plurality of control setpoints distributing the driver setpoint at the wheels to a plurality of torque actuators of the transmission of the powertrain, and according to the invention, it further comprises the determination (33) of a theoretical driver setpoint at the wheels calculated from at least the plurality of steering setpoints and a predetermined modeling of the transmission.

    The field of the invention relates to a method for monitoring a control fault in a motor vehicle powertrain. The field of the invention relates to a method for monitoring a control fault in a motor vehicle powertrain.
    Recent architectures of hybrid and electric motor vehicles coordinate a multitude of actuators within the transmission. In these vehicles it is common for a heat engine to be associated with one or more electrical / hydraulic machines distributed over one or two sets of wheels of the vehicle. A calculation supervisor is in charge of coordinating these actuators to meet the driver's wishes. We know for example the patent documents FR2958607B1 and EP1205329B1 describing torque distribution strategies.
    Conventionally, the powertrain supervisor includes a module for interpreting the driver's wishes determining a driver's command to the wheels from the position of the acceleration and braking pedal, as well as the vehicle speed, and a module for distributing the driver's setpoint to the wheels to the various torque actuators of the transmission. In particular, the distribution module executes a multitude of piloting programs responsible for responding to the driving behavior expected by the driver. These programs include, for example, the energy strategy functions (choice of thermal, hybrid, all-electric driving mode, charging mode, economic mode or sport mode), the functions of passing mechanical games, acoustic approval functions or the organic limitation functions of each of the transmission actuators.
    It is essential to ensure the proper functioning of the control programs and also of the integrated circuit components performing the calculations. One known way is to set up redundant computing architectures within the supervisors of these vehicles. The aim of these security measures is to ensure that the functional calculations meet sufficiently high levels of requirements in terms of functional security.
    However, redundant architectures do not allow all failure situations to be detected. For example, a hardware fault in a computer or in a memory can lead to the introduction of a calculation error on each control function which, in certain cases, remains below a predetermined detection threshold. Since the redundancy check is carried out in isolation for each function, this difference may not be detected. The complexity of the supervisor's calculation processing chain, in particular for the driver's setpoint distribution module, can in certain cases cause the propagation and amplification of a small undetected error as the chain progresses. treatment.
    There is therefore a need to improve the monitoring of a fault in the control of the powertrain and to propose a solution reducing the resources necessary for the functional safety of the processing chain for processing the driver's deposit at the wheels.
    More specifically, the invention relates to a method for monitoring a control fault in a vehicle powertrain comprising the determination of a driver's instruction to the wheels and the determination of a plurality of steering instructions distributing the driver's instructions to the wheels to a plurality of torque actuators of the powertrain transmission. According to the invention, the method further comprises determining a theoretical driver setpoint at the wheels calculated from at least the plurality of steering setpoints and a predetermined modeling of the transmission.
    Preferably, the method further comprises determining a difference between the driver's setpoint on the wheels and the theoretical driver's setpoint and issuing an alert information if the difference is greater than a predetermined detection threshold. .
    Alternatively, the alert information is issued only if the difference corresponds to an overshoot of the theoretical driver setpoint beyond the driver setpoint at the wheels.
    According to one variant, the alert information is sent only if the duration of maintaining the difference, when it is greater than the predetermined detection threshold, is greater than a predetermined duration.
    [011] According to a variant, a time counter triggers a measurement of the duration of maintaining the deviation when the deviation becomes greater than or equal to the predetermined detection threshold.
    According to a variant of the method in which the driver's setpoint at the wheels is calculated by a module for interpreting the driver's will, the method further comprises the calculation of a redundancy of the driver's setpoint at the wheels by a monitoring module and checking the driver's setpoint at the wheels from the redundancy.
    [013] According to a variant, the determination of the theoretical conductor setpoint and the determination of the deviation are executed by the monitoring module.
    According to a variant, the monitoring module is arranged to execute its calculations on a calculation layer having a level of reliability respecting a predetermined level of requirement in terms of functional safety greater than the level of requirement of the distribution module.
    According to the invention, there is provided a device for controlling a vehicle powertrain comprising calculation means executing the method according to any one of the preceding embodiments. A motor vehicle is also provided comprising said control device.
    Thanks to the invention, it is possible to reduce the redundancy of the verification calculations of the monitoring module in charge of verifying the processing chain for the driver's setpoint. In addition, the power consumption of the powertrain supervisor is reduced. In addition, the development time of the monitoring module is shortened.
    [017] Other characteristics and advantages of the present invention will appear more clearly on reading the detailed description which follows, comprising embodiments of the invention given by way of non-limiting examples and illustrated by the appended drawings, in which :
    FIG. 1 represents a hybrid powertrain capable of implementing the method according to the invention;
    FIG. 2 represents a partial functional block diagram for the processing of the driver's command to the wheels of a powertrain supervisor in accordance with the invention;
    FIG. 3 represents a diagram of execution of the method according to the invention;
    FIG. 4 represents a time graph of the evolution of the driver's setpoint at the wheels and of state signals of the method according to the invention.
    The invention applies to any type of powertrain whose transmission is equipped with a plurality of torque actuators acting in a coordinated manner to move the vehicle. A powertrain can be equipped with a combination of the following torque actuators according to the desired architecture: for example one or more traction machines of the combustion engine, electric or hydraulic machine type, of a gearbox, of a reduction gear, a clutch or clutch type coupling device, an alternator-starter, an electrical voltage converter and a trajectory calculation device. By way of nonlimiting example, we have chosen to describe in the following description the implementation of the invention for a powertrain of the rechargeable electric hybrid type having two sets of traction wheels.
    FIG. 1 represents an electric hybrid powertrain 1 comprising a traction thermal engine 10 mounted on the front axle of the vehicle, a clutch 11, an electric traction machine 12 and a gearbox 13. The clutch 11 is suitable for securing the crankshaft of the heat engine 10 to the transmission with the electric traction machine 12 and the gearbox 13. The electric traction machine 12 can be controlled so that it supplies the wheels with torque to move the vehicle forward, or that the latter provides a resistive torque, called the withdrawal torque, on the engine torque of the heat engine 10 to generate electrical energy. The gearbox 13 is connected in transmission to the front wheel assembly of the vehicle.
    In addition, the powertrain 1 also includes a high voltage battery 18 having at its terminals a voltage of several hundred volts, for example a voltage between 200V and 600V depending on the architecture of the vehicle. The electric traction machine 12 is electrically connected to the battery 18. Thus, the electric machine when driven by a generator can recharge the battery 18 and when it is driven by an electric motor, the electric machine 12 can draw from it. energy to supply engine torque to the front wheels.
    [021] In addition, the powertrain 1 also includes a second electric machine 15 capable of taking engine torque from the heat engine 10 and a battery 16 having a voltage at its terminals of about 12V. The battery 16 is a so-called low voltage battery and is intended for supplying the vehicle's on-board network. The electric machine 15 is of the alternator starter type coupled to the heat engine 10 on an accessory front panel 14. The electric machine 15 is electrically connected to the battery 16.
    [022] Furthermore, the powertrain 1 includes a voltage converter 17 electrically connecting on the one hand the electric traction machine 12 and the low voltage battery 16, and on the other hand the high voltage battery 18 and the low voltage battery 16. Thus, the powertrain 1 is able to recharge the low voltage battery 16 from the high voltage battery 18.
    [023] Preferably, the hybrid powertrain is equipped with an electric charging module (not shown in FIG. 1) of the battery 18 from energy drawn from the domestic electrical network.
    The powertrain is optionally equipped with a traction module 19 on the rear axle conventionally comprising an electric rear traction machine 191, a reduction gear 192 and a coupling device 193 of the dog clutch type. The traction module 19 when driven as a generator can recharge the battery 18 from a recovery of kinetic energy during a deceleration phase (commonly called regenerative braking) and when it is driven by an electric motor, the electric machine 191 can draw energy therefrom to supply engine torque to the rear wheel assembly.
    [025] It will be added that the powertrain 1 is controlled by a supervision computer 20, commonly called a supervisor, powertrain control device, or ECU for "Electronic Control Unit" in English. The supervisor is equipment comprising components with integrated circuits cooperating with memories containing a multitude of control programs and taxiing parameters. The supervisor is able to execute the steering programs for the operation of the powertrain. The term “supervisor” is understood to mean computing equipment comprising one or more computers implemented in a centralized or distributed manner. For the purpose of monitoring calculations, the supervisor is equipped with means for monitoring calculations so as to comply with pre-established levels of requirement in terms of functional safety. For example, the supervisor is configured to comply with ISO-26262 standard for functional safety of road vehicles. For this purpose, the supervisor can be equipped with one or more microprocessors with multi-core integrated circuits and / or with several levels of computation layer comprising memory verification mechanisms.
    [026] Figure 2 shows a partial functional block diagram of the supervisor 20 for the execution of the monitoring method according to the invention. More specifically, the supervisor 20 includes a module for interpreting the driver's will 21 capable of determining a driver's command to the wheels CVC1 from the positions, movement or acceleration of the acceleration and braking pedals and the speed of the vehicle. The CVC1 wheel driver instruction corresponds to the torque requirement to be applied to the vehicle wheels (front wheel train and / or rear wheel train) in response to the driver's instruction. The driver setpoint at the wheels CVC1 is an output signal from the module 21.
    [027] In addition, the supervisor 20 comprises a module 22 for distributing the driver's instruction to the wheels CVC1 capable of determining a plurality of control instructions C231, C232, C23j, C23m intended for torque actuators of the transmission of the powertrain , the actuators being referenced in a simplified manner 231, 232, 23d, 23m in FIG. 2. The distribution module 22 receives as input data the driver instruction at the wheels CVC1 and is configured by a plurality of control programs and parameters of driving determining the behavior of the vehicle, in particular according to a chosen driving mode (economical, sporty, electric) and constraint of driving pleasure. For example, to present a non-exhaustive list, the driving programs determine the distribution of the driver's instruction between the front axle and the rear axle, the starting and stopping of the engine 10, determine the taxiing in all-electric, hybrid mode or thermal, develop the torque settings for the heat engine, as well as the torque settings to be produced and the sampling torque for the electric traction machine 12, the electric traction machine 191 and the electric machine 15, in particular for the supply of torque to the wheels and for controlling the recharging of the low-voltage battery 16 and of the high-voltage battery 18. Among these driving programs, mention may also be made of the vehicle trajectory control programs and the driving pleasure.
    [028] In addition, the supervisor 20 comprises a monitoring module MS configured to ensure at least the reliability control of the processing of the driver's instruction at the wheels CVC1. The monitoring module comprises a modeling 27 of the transmission representing the application of a torque to the wheels by each of the torque actuators of the transmission. Modeling is a predetermined function of the architecture of torque actuators for the transmission of powertrain 1, in particular as a function of the torque producers (heat engine and electric machine), torque transmitters (clutch, dog clutch, gearbox ) and trajectory control means acting on the braking means.
    According to the invention, from the control instructions C231, C232, C23j, C23m from the distribution module 22 and from the modeling of the transmission 27, the monitoring module MS is able to determine a theoretical conductor instruction to the CTH wheels. Thus, by a reverse calculation processing based on the modeling 27 of the transmission, the supervisor determines the theoretical conductor setpoint CTH by means of a calculation solution having the advantage of requiring a quantity of calculation resources which is lower compared to to a complete redundancy solution for the distribution module 22.
    For example, the modeling 27 applied for this embodiment of the powertrain of the hybrid type with two traction trains described in FIG. 1 provides that the theoretical driver setpoint CTH is equal to the following formula: CTH = (Cemb + CMELAV ) * DemulAV + CMELAR * DemulAR * CplAR, with Cemb = proportion of torque transmitted by the clutch 11, CMELAV = torque produced by the electric traction machine 13, DemulAV = gear reduction ratio 13, CMELAR = torque produced by the electric rear traction machine 191, DemulAR = reduction ratio of the reduction gear 192 and CplAR = proportion of torque transmitted by the dog clutch 193. It will be noted that the modeling 27 of the transmission varies according to the architecture of the transmission of the powertrain . A person skilled in the art will know how to adapt the modeling 27 as a function of the transmission chosen, in particular as a function of the number of torque actuators of the transmission and of their arrangement within the transmission for the application of a torque to the wheels. .
    [031] In addition, the monitoring module MS comprises means for determining 26 of a difference between the driver's setpoint on the wheels CVC1 and the theoretical driver's setpoint CTH, and of issuing an alert W as a function of the difference and one or more predetermined detection thresholds. Note that the difference corresponds to an absolute value in torque. In a first variant, the determination means are able to detect if the difference is greater than a predetermined detection threshold SI. In a second variant, the determination means 26 are capable of detecting whether the said difference also corresponds to an overshoot of the theoretical driver setpoint CTH beyond the driver setpoint at the wheels CVC1, that is to say an overshoot in positive in the case of an acceleration greater than the driver's instruction, or an overshoot in negative in the case of a deceleration greater than the driver's instruction. And in a third variant, the determination means 26 are able to detect moreover if the duration of maintaining the difference beyond the threshold SI is greater than a predetermined duration S2. For this, a time measurement counter is triggered as soon as the difference becomes greater than the predetermined threshold SI. The predetermined threshold SI and the predetermined duration S2 can be configured according to the need for monitoring.
    It will be specified that the untimely acceleration situations greater than the driver's instruction are driving situations considered to be critical that it is necessary to detect and prevent. The monitoring method according to the invention makes it possible to detect and inform of such a critical driving situation in order to carry out a diagnosis and a correction procedure defined during the design of the vehicle.
    Furthermore, the monitoring module MS includes a means 24 for determining a redundancy CVC2 of the driver's command to the wheels CVC1. More precisely, the CVC2 redundancy makes it possible to verify the reliability of the result provided by the means of interpretation of the driver's will 21.
    [034] Finally, the monitoring module MS performs a redundancy in the processing chain for the distribution of torque to the wheels only at the level of the module for interpreting the will of the driver 24. This verification method has the advantage of significantly reducing computing resources. It is estimated that the quantity of computing resource is divided between five and ten times compared with a redundancy solution of the distribution module 22. The invention thus makes it possible to save the resources of the monitoring module MS. In addition, it will be noted that these resources have a high cost because they have a higher level of requirement in terms of computational security.
    Preferably, in order to ensure the monitoring of the supervisor's calculations, the monitoring module MS is arranged to execute its calculations on a calculation layer with a level of reliability respecting a predetermined level of requirement in terms of functional security, by example a level 2 requirement level in accordance with ISO-26262 on a number of three requirement levels, or at least having a reliability requirement level higher than the computation layer executing the operations of the module interpretation of the driver's will 21 and of the distribution module 22 involved in producing the torque at the wheels. Other calculation security mechanisms can be envisaged at the software and hardware level of the supervisor 20 that a person skilled in the art will be able to implement to ensure the reliability control of the processing of the driver's instruction to the wheels on the basis of the modeling 27 and of the actuator instructions.
    [036] Figure 3 shows the execution of the monitoring method according to the invention. The monitoring method comprises a first step of determining 31 of the driver's setpoint at the wheels CVC1 by means of the interpretation module 21, then a second step of determining 32 of the plurality of steering setpoints C231, C232, C23j, C23m by means of of the distribution module 22. The module 22 is responsible for distributing the driver's instruction to the wheels CVC1 to the plurality of torque actuators 231, 232, 233, 234 of the transmission of the powertrain.
    [037] The method further comprises a third step of determining 33 of the theoretical driver instruction to the wheels CTH from at least the plurality of steering instructions and a predetermined modeling 27 of the transmission. The supervisor 20 is able to determine the theoretical conductor setpoint CTH to then verify the functional security of the processing executed by the distribution module 22. Preferably, the step of determining 33 of the theoretical conductor setpoint CTH is executed by the monitoring module MS .
    [038] Preferably, a fourth step of the method comprises at least the determination 34 of a difference between the driver's setpoint at the wheels CVC1 and the theoretical driver's setpoint CTH, by an operation of comparing the setpoints CVC1 and CTH for example. A first variant of verification consists in detecting if the difference is greater than the predetermined detection threshold SI and in issuing the alert information W in the event of detection. In a second verification variant, the alert information W is issued only if the difference corresponds to an overshoot of the theoretical driver setpoint CTH beyond the driver setpoint at the wheels CVC1, situation corresponding to a positive or negative acceleration which is greater than the driver wishes, as illustrated in FIG. 4. In a third variant, the alert information W is emitted only if the duration of maintaining the deviation, when it is greater than beyond the threshold predetermined detection SI, is greater than a predetermined duration S2. For example, in one embodiment the predetermined detection threshold SI is configured to a value of approximately 500 N.m and the predetermined duration S2 is configured to a value of approximately 0.5 seconds. Preferably, the step of determining 34 of the deviation is executed by the monitoring module MS.
    [039] If the detection conditions corresponding to any one of the verification variants are fulfilled (preferably the third variant), in a step 35, the method comprises the emission 35 of alert information W. A procedure correction is also provided, consisting for example of a reset of the supervisor 20 and the replacement of the computer or computers during an operation in after-sales service of the vehicle. If a critical situation is not detected, the method returns to step 31.
    [040] Furthermore, the monitoring method also provides for the calculation of a CVC2 redundancy of the driver's wheel setpoint by the monitoring module MS and the verification of the driver's wheelchair setpoint CVC1 from the CVC2 redundancy. This step monitors the calculation of the torque setpoint at the CVC1 wheels.
    [041] FIG. 4 is a graph representing two driving situations (an acceleration phase in the upper part, and an equivalent mirror phase in deceleration) for which a failure to process the driver's setpoint at the CVC1 wheels is detected. For the two acceleration and deceleration situations, between tO and tl, we see that the driver's setpoint at the wheels CVC1 increases linearly in absolute value of the torque, then reaches a constant torque value at time tl and maintain this constant value until 'at least at time t2. Between t0 and t2, the theoretical conductor torque setpoint CTH is calculated in parallel and indicates a theoretical torque value which is less than the need for the conductor setpoint CVC1. This situation is not considered critical, since the difference in value between the CVC1 setpoint and the theoretical CTH setpoint is less than a predetermined deviation, but above all does not reflect a situation of acceleration or deceleration considered untimely. A monitoring strategy consists in not issuing any alert as long as the theoretical setpoint CTH is lower than the setpoint CVC1.
    [042] Then from time t2, we see that the theoretical setpoint CTH unexpectedly increases linearly, while the setpoint CVC1 remains constant, and exceeds the needs of the setpoint CVC1 (accelerating on the upper part of the graph and decelerating on the lower part). This increase can be due to a malfunction of the integrated circuits or the supervisor's memories. At time t3, the difference between the CVC1 setpoint and the CTH setpoint exceeds a predetermined threshold SI, in this example the threshold is configured at 500N.m. At this instant, a counter is triggered to control the duration of the deviation when it is greater than the predetermined threshold SI.
    [043] At time t4, it is detected that the difference between the setpoint CVC1 and the setpoint CTH has remained above the threshold SI during at least the predetermined duration S2. The detection conditions are met for the issue of the alert W informing of a failure to process the CVC1 setpoint.
    The alert information W (of boolean type) changes from the inactive value to the active value. For example, information is displayed to the driver indicating to him to operate an alert procedure, which can be an immediate stop of the vehicle or a routing of the vehicle to an after sales service center. In the event of major criticality, a routine of diagnosis and correction can be launched by the supervisor.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Method for monitoring a control fault in a vehicle powertrain (1) comprising the determination (31) of a driver-to-wheel setpoint (CVC1) and the determination (32) of a plurality of setpoints for control (C231, C232, C23j, C23m) distributing the driver's command to the wheels to a plurality of torque actuators (231, 232, 23d, 23m) of the transmission of the powertrain, characterized in that it further comprises the determination (33) of a theoretical driver setpoint at the wheels (CTH) calculated from at least the plurality of steering setpoints and a predetermined modeling (27) of the transmission.
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that it further comprises the determination (34) of a difference between the driver's setpoint at the wheels (CVCl) and the theoretical driver's setpoint (CTH) and the emission (35) alert information (W) if the difference is greater than a predetermined detection threshold (SI).
    [3" id="c-fr-0003]
    3. Method according to claim 2, characterized in that the warning information (W) is sent only if the difference corresponds to an overshoot of the theoretical driver setpoint (CTH) beyond the driver setpoint at the wheels ( CVCl).
    [4" id="c-fr-0004]
    4. Method according to claim 3, characterized in that the alert information (W) is sent only if the duration of maintaining the deviation, when it is greater than the predetermined detection threshold (SI), is greater at a predetermined duration (S2).
    [5" id="c-fr-0005]
    5. Method according to claim 4, characterized in that a time counter triggers a measurement of the duration of maintenance of the difference when the difference becomes greater than or equal to the predetermined detection threshold (SI).
    [6" id="c-fr-0006]
    6. Method according to any one of claims 2 to 5, in which the driver-to-wheel setpoint (CVCl) is calculated by a module for interpreting the driver's will (21), characterized in that it also comprises the calculation of a redundancy (CVC2) of the driver setpoint at the wheels by a monitoring module (MS) and verification of the driver setpoint at the wheels (CVCl) from the redundancy (CVC2).
    [7" id="c-fr-0007]
    7. Method according to claim 6, characterized in that the determination (33) of the theoretical conductor setpoint (CTH) and the determination (34) of the deviation are carried out by the monitoring module (MS).
    [8" id="c-fr-0008]
    8. Method according to any one of claims 6 to 7, which comprises determining (32) the plurality of control instructions (C231, C232, C23j, C23m) by means of a distribution module (22), characterized in that the monitoring module (MS) executes its calculations on a calculation layer having a level of reliability respecting a predetermined level of requirement
    5 in terms of functional safety higher than the requirement level of the distribution module (22).
    [9" id="c-fr-0009]
    9. Device for controlling a vehicle powertrain, characterized in that it comprises calculation means executing the method according to one of claims 1 to 8.
    [10" id="c-fr-0010]
    10. Motor vehicle, characterized in that it comprises a control device according to claim 9.
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    同族专利:
    公开号 | 公开日
    FR3062357B1|2021-12-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102005062870A1|2005-12-29|2007-07-05|Robert Bosch Gmbh|Vehicle`s e.g. hybrid vehicle, drive unit controlling method, involves making verification to determine whether reference torques lie within torque regions of combustion engine and electric drive by torque testing region|
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    CN110091876A|2019-05-14|2019-08-06|合肥工业大学|A kind of multiple-fault classifier and partition method of wire controlled four wheel steering electri forklift|
    WO2020043971A1|2018-08-29|2020-03-05|Psa Automobiles Sa|Method for driving a powertrain of a motor vehicle in the event of wheel slip|
    CN111572530A|2020-05-19|2020-08-25|东风汽车有限公司|Hybrid electric vehicle failure guarantee method and electronic equipment|
    法律状态:
    2017-12-18| PLFP| Fee payment|Year of fee payment: 2 |
    2018-08-03| PLSC| Publication of the preliminary search report|Effective date: 20180803 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 4 |
    2020-12-17| PLFP| Fee payment|Year of fee payment: 5 |
    2021-12-15| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1750760|2017-01-31|
    FR1750760A|FR3062357B1|2017-01-31|2017-01-31|PROCEDURE FOR MONITORING A FAULTY CONTROL OF THE POWERTRAIN UNIT OF A VEHICLE|FR1750760A| FR3062357B1|2017-01-31|2017-01-31|PROCEDURE FOR MONITORING A FAULTY CONTROL OF THE POWERTRAIN UNIT OF A VEHICLE|
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