FR3148199A1 - METHOD FOR CORRECTING OSCILLATIONS IN A HYBRID DRIVETRAIN OF A MOTOR VEHICLE - Google Patents

Abstract

The invention relates to a method implemented in a motor vehicle equipped with a hybrid type powertrain (CT) with a heat engine (4), an electric machine (1), an intermediate transmission and a gearbox (BV), the powertrain (CT) being subject to transient kinematic oscillations, the intermediate transmission comprising a main clutch (K0), coupling or uncoupling the heat engine to the powertrain, the method being intended to minimize the oscillations during the coupling and uncoupling sequences of the main clutch, the electric machine being controlled by a first control unit and supporting an anti-oscillation function, the method providing a temporary inhibition function of the anti-oscillation function during a coupling phase and a temporary inhibition function of the anti-oscillation function during a decoupling phase of the main clutch. Figure 1

Description

METHOD FOR CORRECTING OSCILLATIONS IN A HYBRID DRIVETRAIN OF A MOTOR VEHICLE

The invention relates to a method for correcting oscillations in a hybrid powertrain of a motor vehicle.

The drive train considered is of the hybrid type, the drive train includes an internal combustion engine (otherwise called a heat engine), an electric machine, and a transmission with a gearbox connected to the wheels. The electric machine and/or the heat engine can transmit power to the wheels via the transmission.

In the case considered here, the gearbox can be of the robotic mechanical type with double clutch.

Due to the elasticity of certain components, including tires, the powertrain may be subject to transient kinematic oscillations under changing torque or loading conditions, for example when the driver lifts the foot or presses the accelerator pedal. Another source of kinematic oscillations are, for example, road surface irregularities such as potholes.

We generally seek to minimize said oscillations which may appear, following a request from the driver but also during an event initiated by an automation of a vehicle system, whether it be a gearbox gear change or a starting or stopping of the thermal engine.

To do this, an anti-oscillation function is provided according to which the electric machine generates a torque tending to attenuate the current oscillation. The electric machine is controlled by a control unit. A position and/or speed sensor on a shaft connected to the wheels makes it possible to determine in real time an oscillation in rotation speed. The position and/or speed sensor can also be arranged on the rotor shaft inside the electric machine. Depending on this information, the control unit controls the electric machine in real time by adding a torque (positive or negative) which opposes the oscillations in order to attenuate their amplitude.

It is difficult to effectively combine such an anti-oscillation function, managed by the electric machine, and change sequences, for example here a coupling of the thermal engine or a decoupling of the thermal engine.

The aim of the invention is to improve the known situation and in particular to improve the anti-oscillation function and its compatibility with other functions of the vehicle.

To do this, the invention thus relates, in its broadest sense, to a method implemented in a motor vehicle equipped with a hybrid-type powertrain, the powertrain comprising a heat engine, an electric machine, an intermediate transmission and a gearbox, the powertrain being subject to transient kinematic oscillations under change in torque or loading conditions, the method being intended to minimize said oscillations during a sequence of coupling or uncoupling of the heat engine, the intermediate transmission comprising a main clutch, with a coupling of the heat engine to the powertrain when the main clutch is closed and a uncoupling of the heat engine from the powertrain when the main clutch is open,
the electric machine being driven by a first control unit, the first control unit supporting an anti-oscillation function whereby the first control unit drives the electric machine so as to generate a torque tending to attenuate the current oscillation,
the heat engine being controlled by a second control unit configured to generate an inhibition coefficient of the anti-oscillation function, the inhibition coefficient taking values between a first value which has the effect of inhibiting the anti-oscillation function, and a second value which has the effect of leaving intact a nominal operation of the anti-oscillation function, characterized in that the method comprises:
- a step of determining a first transition between a first stable state of the main clutch and a sliding phase of the main clutch,
- a step of variation of the inhibition coefficient from the second value to the first value,
- a step of changing the parameters of the anti-oscillation function,
- a step of determining a second transition between the sliding phase of the main clutch and a second stable state of the main clutch,
- a step of variation of the inhibition coefficient from the first value to the second value.

By virtue of these provisions, the anti-oscillation function has no effect on the main clutch coupling sequence and no effect on the main clutch disengagement sequence. This avoids undesirable interference between the transients generated by the coupling/disengagement sequences and the corrections that the anti-oscillation function attempts to provide by the electric machine and its controller.

It should be noted that some steps can be carried out simultaneously or even in a different order than that indicated above.

As will be seen later, the first stable state of the clutch can be open or closed depending on the start configuration of the sequence.

Advantageously, the first stable state is a closed state of the main clutch, and the second stable state of the main clutch is an open state.

Advantageously, the method comprises a subsequent step of stopping the heat engine.

Coupling or uncoupling the thermal engine changes the loading of the drive train and this is why in step a change of parameters of the anti-oscillation function is carried out to take into account the frequency of the fundamental natural mode of the harmonic oscillation, depending on the current composition of the drive train (with or without thermal engine).

Advantageously, a first value equal to 1 is chosen for the inhibition coefficient, which has the effect of inhibiting the anti-oscillation function, and a second value equal to 0, which has the effect of leaving intact a nominal operation of the anti-oscillation function. All values between 0 and 1 are possible. The raw result of the anti-oscillation function can be multiplied by the 1's complement of the inhibition coefficient.

It is noted that the duration of a main clutch coupling sequence or a discoupling sequence is between 400 ms and 1000 ms, most often between 500 ms and 700 ms.

Advantageously, at the step of varying the inhibition coefficient from the second value to the first value, the variation of the inhibition coefficient from the second value to the first value is monotonic, and at the step of varying the inhibition coefficient from the first value to the second value, the variation of the inhibition coefficient from the first value to the second value is monotonic. It should be noted that these variations can be linear (i.e. ramps), but in certain examples seen below, they are not simple ramps.

In one case, the first stable state is an open state of the main clutch, and the second stable state of the main clutch is a closed state. The combustion engine is thus disengaged during this sequence. This may be the driving circumstances with a switch to zero-emission mode.

According to one option, the procedure may include a subsequent step of stopping the thermal engine.

In another case, the first stable state is an open state of the main clutch, and the second stable state of the main clutch is a closed state. The combustion engine is thus coupled during this sequence. This may be the driving circumstances where the zero-emission mode gives way to a hybrid mode with intervention of the combustion engine.

According to one option, it can be provided that at the step of variation of the inhibition coefficient from the second value to the first value, the variation of the inhibition coefficient from the second value to the first value is linear. This results in a progressive inhibition of the anti-oscillation function.

According to one option, it can be provided that at the step of variation of the inhibition coefficient from the first value to the second value, the variation of the inhibition coefficient from the first value to the second value is linear. There is thus a progressive restoration of the anti-oscillation function.

According to one option, it may be provided that at the step of varying the inhibition coefficient from the second value to the first value, the variation of the inhibition coefficient from the second value to the first value comprises a jump to a first predefined intermediate value and a first ramp to reach the first value from the first intermediate value.

According to one option, it may be provided that at the step of varying the inhibition coefficient from the first value to the second value, the variation of the inhibition coefficient between the first value and the second value comprises a jump to a second predefined intermediate value and a second ramp to reach the second value from the second intermediate value.

The invention also relates to a control system for a hybrid type powertrain, the powertrain comprising a heat engine, an electric machine, an intermediate transmission and a gearbox, the powertrain being subject to transient kinematic oscillations under change of torque or loading condition, the intermediate transmission comprising a main clutch, with a coupling of the heat engine to the powertrain when the main clutch is closed and a decoupling of the heat engine from the powertrain when the main clutch is open, the electric machine being controlled by a first control unit, the first control unit supporting an anti-oscillation function according to which the electric machine generates a torque tending to attenuate the current oscillation, the heat engine being controlled by a second control unit configured to generate an inhibition coefficient of the anti-oscillation function, the inhibition coefficient taking values between a first value which has the effect of inhibiting the anti-oscillation function, and a second value which has the effect of leaving intact a nominal operation of the anti-oscillation function, the control system being configured to implement the method according to the invention for minimizing oscillations during coupling or uncoupling sequences of the heat engine.

The invention also relates to a vehicle comprising a hybrid type drive train with a control system according to the invention.

• illustre schématiquement une chaîne de traction de type hybride dans laquelle la présente invention peut être mise en œuvre ;
• illustre schématiquement un système de commande selon un exemple de la présente invention ;
• illustre schématiquement un exemple de chronogramme de certains paramètres impactés par le procédé selon la présente invention, dans le cas d’une ouverture de l’embrayage principal ;
• est analogue à la et illustre schématiquement un autre exemple de chronogramme, dans cas d’une fermeture de l’embrayage principal ;
• illustre schématiquement un synoptique général du procédé selon un exemple de la présente invention ;

The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which:

• schematically illustrates a hybrid type powertrain in which the present invention can be implemented;
• schematically illustrates a control system according to an example of the present invention;
• schematically illustrates an example of a timing diagram of certain parameters impacted by the method according to the present invention, in the case of opening of the main clutch;
• is analogous to the and schematically illustrates another example of a timing diagram, in the case of a closing of the main clutch;
• schematically illustrates a general block diagram of the method according to an example of the present invention;

In the various figures, the same references designate identical or similar elements. For reasons of clarity of the presentation, certain elements are not necessarily shown to scale.

There illustrates a hybrid powertrain in a motor vehicle. The vehicle in question can be a sedan, a pick-up, a coupe, a van, etc., there is no limitation in the type of vehicle. The vehicle can be 4x4 or 4x2.

In the example shown, the hybrid drivetrain drives the front axle. Of course, the hybrid drivetrain could drive the rear axle. It is also possible to have the drivetrain promoted here coupled to one of the axles and a second electric machine coupled to the other of the axles.

The CT drive train includes an internal combustion engine called ENG and marked 4, an electric machine called ME and marked 1 and a gearbox BV.

In addition, the CT drive train includes a TX intermediate transmission interposed between the internal combustion engine 4 and the BV gearbox.

The output shaft 56 of the gearbox BV is connected to the wheels of the relevant train via a differential 57 and a wheel shaft 58, as known per se and therefore not described in detail. It is noted that only one wheel is shown in the .

It is noted that the tire 59 has a certain elasticity which contributes, with other components, to giving the drive train a certain general elasticity in the transmission of torques along the drive train CT. Because of this elasticity, the drive train is the seat of transient kinematic oscillations in the event of a change in torque condition. For example, oscillations are generated in the event of the driver lifting his foot or pressing the accelerator pedal.

But also, such oscillations are generated during an event initiated by an automation of a vehicle system, for example during uncoupling and stopping of the thermal engine or restarting of the thermal engine with re-coupling, which makes the perception of a jolt felt by the driver all the more undesirable (because it is experienced asynchronously).

The electric machine 1 is controlled by a control unit, here called the first control unit, called MCU and marked 2. The first control unit 2 controls the phases of the electric machine via an inverter INV. The electric machine 1 can act alternately as a motor or a generator. The electric machine 1 is controlled as a generator, in particular under regenerative braking conditions. The rest of the time, the electric machine is used as the main or auxiliary traction motor, or not used in certain phases.

In the control logic of the electric machine, an anti-oscillation function AOS is provided according to which the electric machine generates in real time a torque tending to attenuate the current oscillation. A position and/or speed sensor on a rotor shaft of the electric motor (linked to the wheels) makes it possible to determine in real time an oscillation of rotation speed. Depending on this information, the control unit 2 controls the electric machine in real time by adding a torque (positive or negative) which opposes the oscillations in order to attenuate their amplitude.

The details of the anti-oscillation function are not described further here, the reader may refer to document FR2910198 from the same applicant which describes a typical AOS anti-oscillation function such as that implemented in the present invention.

In practice, the oscillations considered here are mainly harmonic and have as frequencies the frequencies corresponding to the natural modes of the kinematic chain with all the elements that compose it. Knowledge of the natural frequencies allows the anti-oscillation function to be more efficient. It should be noted that the fundamental natural frequency depends on the composition of the traction chain.

As will be seen later, there are circumstances where the anti-oscillation function supported by the electric machine must be temporarily inhibited.

Engine 4 is in the illustrated example a three-cylinder gasoline engine. A four-cylinder engine or a diesel engine are also possible solutions. An engine control unit CMM controls the operation of the engine in a known manner.

The heat engine drives an alternator 54 via a belt. In the example illustrated, the alternator 54 supplies electrical energy to the network NW1 with a nominal voltage of 48V connected to a first battery 51. Note that the nominal voltage of the first network could be different from 48 volts.

A DC/DC converter is provided which supplies a second network NW2 with a nominal voltage of 12V connected to a first second 52 (conventional 12 volt battery) as well as to a plurality of electrical devices operating under 12 Volts.

The first battery 51 may be of the Lithium-Ion type. The first battery 51 may be recharged independently of the alternator present on the vehicle, by connecting it to a means of recharging from a source external to the vehicle. This is the configuration known as a “plug-in hybrid”. The electrical energy stored in the first battery 51 is used by the electric machine 1.

In a hybrid drivetrain, the traction transmitted to the wheels can come from the electric machine 1 and/or the internal combustion engine 4. In a zero-emission mode, the internal combustion engine 4 is switched off and traction is provided solely by the electric machine 1. In a so-called "boost" mode, the electric machine 1 and the thermal engine 4 are both used.

The output shaft of the engine is marked AM, and as is known per se, a flywheel 44 is placed on this output shaft AM.

The intermediate transmission TX comprises a main clutch K0, the function of which is to selectively couple the output shaft AM of the engine with the primary transmission shaft denoted AP. The primary shaft AP is arranged downstream of the main clutch K0 and forms the input shaft of the gearbox BV.

This main clutch K0 is open when the internal combustion engine is stopped and the vehicle is driving in zero emission mode.

When the combustion engine is running and needs to provide traction power to the wheels, then the main clutch K0 is closed.

The intermediate transmission TX comprises on its primary shaft AP a gear 14 coupled to the electric motor, via a reduction stage 12,13 if necessary. In the example illustrated here, the coupling between the electric machine and the primary shaft is permanent.

The BV gearbox is a mechanical type with double clutch, the gearbox control is robotized.

The gearbox comprises a first clutch K1 serving a first half-gearbox 41 and a second clutch K2 serving a second half-gearbox 42. According to the example given here, the first half-gearbox 41 carries the odd ratios, e.g. 1, 3, 5 and 7. The second half-gearbox 42 carries the even ratios, e.g. 2, 4 and 6.

The first clutch K1 and the second clutch K2 are arranged coaxially in the gearbox, although symbolically represented on two separate axes at the for the clarity of the presentation.

The primary shaft AP is located upstream of the first and second clutches K1, K2. As is known, in steady driving conditions, only one of the first and second clutches is closed, the other is open. Generally, a gear change occurs between an even gear and an odd gear or vice versa, so one switches from one clutch to the other clutch during a gear change.

A control unit called TCU controls the gearbox BV. In the example shown, the control unit called TCU also controls the actuation of the main clutch K0.

In this document, the second control unit 3 is either the engine control unit CMM or the gearbox control unit TCU. But as illustrated in , the second control unit 3 can include both functions, namely the control of the thermal engine and the control of the gearbox.

In the example illustrated, it is the CMM engine control computer which develops and transmits the TQR torque requests to the electric machine 1. It is also the CMM engine control computer which develops and transmits the inhibition coefficient of the anti-oscillation function, called here AO-inh.

In the example illustrated, the inhibition coefficient takes a first value VL1 having the effect of inhibiting the anti-oscillation function AOS, and a second value VL2 having the effect of leaving intact a nominal operation of the anti-oscillation function. The inhibition coefficient AO-inh can take any value VL between VL1 and VL2.

According to an example as illustrated, we can choose VL1=1 and VL2=0.

In block 25 of the , output 27 of the AOS function calculation is multiplied by the 1's complement of the inhibition coefficient, i.e. it is multiplied by (1-VL). When VL=1, output 28 of the multiplication is zero and the AOS anti-oscillation function is therefore inhibited. When VL=0, the output of the multiplication is equal to the output of the AOS anti-oscillation function calculation and the AOS anti-oscillation function operates according to its nominal operation.

When VL=0.25, the output of the multiplication is 0.75 times the output of the AOS anti-oscillation function calculation, and the AOS anti-oscillation function is attenuated by one-quarter. When VL=0.75, the output of the multiplication is 0.25 times the output of the AOS anti-oscillation function calculation, and the AOS anti-oscillation function is attenuated by three-quarters.

Block 24 represents the anti-oscillation function which is a closed loop control, the oscillation feedback captured by a position and/or speed sensor is noted OSC and it allows the calculation of a correction 27 to be made to the torque setpoint at the output.

On the , an example presents the case of a disconnection of the thermal engine.

The lower part of the graph illustrates the operation of the inhibition coefficient AO-inh of the anti-oscillation function AOS. The middle part illustrates the control of the actuation of the main clutch K0 and above it is represented the set of parameters (J1, J2) used by the anti-oscillation function.

The upper portion of the graph shows the information and torques involved in particular in the main clutch K0.

The actuation of the main clutch K0 from the closed position to the open position (eg uncoupling) includes a logical sliding phase marked PHGL, wider than the actual sliding phase PHG itself. At time t0, the control unit CMM triggers a request to open the clutch and transmits it to the control unit TCU. Indeed, in the example presented, it is the control unit TCU which controls the actuator of the main clutch K0. With reference to the , the logical sliding phase PHGL begins at time t1 and ends at time t4. The actual sliding phase PHG itself is shorter: from time t8 to time t9. The state of the logical sliding phase is noted STG at the .

More precisely, two pieces of information are provided giving feedback on the slip state of the main clutch K0. A first piece of information is given to the first control unit 2 controlling the electric machine to generate the switching of the parameter set for the AOS function. A second piece of slip information, called anticipated, is calculated by the CMM control unit of the thermal engine.

From time t1, the future slip of the main clutch is anticipated, the logic state becomes K0 ready to slip. Simultaneously, a step (b) of variation of the inhibition coefficient is planned from the second value VL2 to the first value VL1, here an increase, during the first part of the slip phase PHGL.

The variation of the inhibition coefficient from the second value VL2 to the first value VL1 could be linear, but in the illustrated case a jump to a first predefined intermediate value VLS1 and a first ramp RP1 are planned to reach the first value from the first intermediate value VLS1. VL reaches VL1 at time t2 before the start of the effective slip PHG.

It is also planned at time t3, here after time t2, a switch of the AOS parameters from J1 to J2. J1 contains parameters relating to the kinematic chain with the coupling of the thermal engine present while conversely J2 contains parameters relating to the kinematic chain without the coupling of the thermal engine.

It should be noted here that the switching of parameters at time t3 is not necessarily controlled in terms of timing because it can be managed locally by the first control unit 2 of the electric machine without being directly controlled by the control unit TCU1.

The switch from one parameter set to the other corresponds to step (c) of the method promoted here and coincides temporally with the effective slip PHG of the main clutch K0.

At the end of the PHG phase, the TCU control unit indicates that the slip phase is complete and that the main clutch K0 is completely disengaged. This occurs at time t4.

The method therefore comprises a step (d) of determining the end of the sliding phase which corresponds to a transition between the sliding phase and the second stable state of the clutch (here open).

From the end of the PHG sliding phase or at least from the change of state of the anticipated sliding information, a step (e) of variation of the inhibition coefficient is planned from the first value VL1 to the second value VL2, here a decrease.

The variation of the inhibition coefficient from the first value VL1 to the second value VL2 could be linear (see dotted line between t4 and t5), but in the illustrated case a jump to a second predefined intermediate value VLS2 and a second ramp RP2 to reach the second value VL2 from the second intermediate value VLS2 are provided. VL reaches VL2 at time t5. At this time, the anti-oscillation function AOS is restored to its nominal operation.

The VLS1 and VSL2 parameters, as well as the slopes of the RP1 and RP2 ramps are calibration parameters, history stored in memory in the control unit.

There illustrates a disengagement of the main clutch K0 upshift while the illustrates a coupling of the main clutch K0.

On the , we find the lower part of the graph which illustrates the operation of the inhibition coefficient AO-inh of the anti-oscillation function AOS. The middle part illustrates the control of the actuation of the main clutch K0 and the feedback available to the first MCU control unit (K0-MCU); above it is represented the set of parameters (J1, J2) used by the anti-oscillation function.

The upper portion of the graph shows the torques involved in particular in the main clutch K0.

The coupling sequence of the main clutch K0 from the open position to the closed position includes a sliding phase marked PHG, within a logical sliding phase (PHGL) which encompasses the essential part of the sequence of the change towards the effective coupling of K0.

The heat engine was already running or it was started just before the coupling sequence.

At time t0, the CMM control unit triggers a clutch closing request and transmits it to the TCU control unit. With reference to the , the first phase of the sequence begins at time t1 and ends at time t4.

From time t1, the torque CK0 increases slightly from CK0-OFF, materializing the beginning of the clutch licking, and the estimated information of clutch slip changes state. Indeed, time t1 also coincides with the transition in the first control unit MCU where K0-MCU goes to the ‘slip’ state. Until this time the AOS function works fully. From t1, simultaneously, a step (b) of variation of the inhibition coefficient from the second value VL2 to the first value VL1 is planned, here an increase, during the beginning of the PHG slip phase.

From time t8, the state becomes K0 properly sliding the torque CK0 increases until time t9 where the torque CK0 becomes CK0-ON.

The variation of the inhibition coefficient from the second value VL2 to the first value VL1 can be linear (see continuous line in ) with a simple ramp, but in another illustrated case, a jump to a first predefined intermediate value VLS1 can be provided (see continuous dotted line in ) and a first ramp RP1 to reach the first value from the first intermediate value VLS1. VL reaches VL1 at time t2.

It is noted that the AOS function remains active at least partly in the critical phase of licking and the start of slippage of the main clutch K0.

It is also planned at time t3, here after time t2, and just before time t9 or simultaneously with time t9, a switch of the AOS parameters from J2 to J1. The switch from one set of parameters to the other corresponds to step (c) of the process.

At the end of the PHGL phase, the TCU control unit indicates that the slip phase is complete and that the main clutch K0 is fully engaged. This occurs at time t4.

The method therefore comprises a step (d) of determining the end of the sliding phase which corresponds to a transition between the sliding phase and the second stable state of the clutch (here closed).

From the end of the PHG sliding phase, a step (e) of variation of the inhibition coefficient is planned from the first value VL1 to the second value VL2, here a decrease.

The variation of the inhibition coefficient from the first value VL1 to the second value VL2 is linear here. VL reaches VL2 at time t5. At this time, the anti-oscillation function AOS is restored to its nominal operation.

But in a case not shown, a jump to a second predefined intermediate value VLS2 and a second ramp RP2 could be provided to reach the second VL2 value from the second intermediate value VLS2.

The VLS1 and VSL2 parameters, as well as the slopes of the RP1 and RP2 ramps, can be identical parameters for uncoupling and coupling.

According to a particular option, the parameters VLS1 and VSL2, as well as the slopes of the ramps RP1 and RP2 can be separate parameters for the main clutch and for the main clutch coupling, thus having two sets of parameters in the calibration.

In the example illustrated, the CMM engine control computer develops and transmits the TQR torque requests and the anti-oscillation function inhibition coefficient to the electric machine 1. However, it is the TCU computer that implements the control of the main clutch K0. In the case where the CMM and TCU computers are separate, the applied logic can take into account message transmission times on the multiplexed bus by which the CMM and TCU computers are connected.

It should be noted that the invention presented here is compatible with the use of a gearbox other than the dual-clutch type, for example a continuously variable coefficient transmission CVT, a planetary gear torque adder, or any other transmission.

Claims (10)

Method implemented in a motor vehicle equipped with a hybrid type powertrain (CT), the powertrain comprising a heat engine (4), an electric machine (1), an intermediate transmission (TX) and a gearbox (BV), the powertrain (CT) being subject to transient kinematic oscillations under change of torque or loading condition, the method being intended to minimize said oscillations during a coupling or uncoupling sequence of the heat engine, the intermediate transmission (TX) comprising a main clutch (K0), with a coupling of the heat engine to the powertrain when the main clutch is closed and a uncoupling of the heat engine from the powertrain when the main clutch is open,
the electric machine being driven by a first control unit (2), the first control unit supporting an anti-oscillation function according to which the first control unit drives the electric machine so as to generate a torque tending to attenuate the current oscillation,
the heat engine (4) being controlled by a second control unit (3) configured to generate an inhibition coefficient (AO-inh) of the anti-oscillation function, the inhibition coefficient taking values between a first value (VL1) which has the effect of inhibiting the anti-oscillation function, and a second value (VL2) which has the effect of leaving intact a nominal operation of the anti-oscillation function, characterized in that the method comprises:
- a step (a) of determining a first transition between a first stable state of the main clutch and a sliding phase of the main clutch,
- a step (b) of variation of the inhibition coefficient from the second value (VL2) to the first value (VL1),
- a step (c) of changing the parameters of the anti-oscillation function (AOS),
- a step (d) of determining a second transition between the sliding phase of the main clutch and a second stable state of the main clutch,
- a step (e) of variation of the inhibition coefficient from the first value (VL1) to the second value (VL2). Method according to claim 1 characterized in that the first stable state is a closed state of the main clutch, and the second stable state of the main clutch is an open state. Method according to claim 2, characterized in that it comprises a subsequent step of stopping the heat engine. Method according to claim 1, characterized in that the first stable state is an open state of the main clutch, and the second stable state of the main clutch is a closed state. Method according to any one of claims 1 to 3, characterized in that in step (b) of varying the inhibition coefficient from the second value (VL2) to the first value (VL1), the variation of the inhibition coefficient from the second value to the first value is linear. Method according to any one of claims 1 to 3, characterized in that in step (e) of varying the inhibition coefficient from the first value (VL1) to the second value (VL2), the variation of the inhibition coefficient from the first value to the second value is linear. Method according to any one of claims 1 to 3, characterized in that in step (b) of varying the inhibition coefficient from the second value (VL2) to the first value (VL1), the variation of the inhibition coefficient from the second value to the first value comprises a jump to a first predefined intermediate value (VLS1) and a first ramp (RP1) to reach the first value from the first intermediate value. Method according to any one of claims 1 to 4, characterized in that in step (e) of varying the inhibition coefficient from the first value (VL1) to the second value (VL2), the variation of the inhibition coefficient between the first value and the second value comprises a jump to a second predefined intermediate value (VL2S) and a second ramp (RP2) to reach the second value from the second intermediate value. Control system for a hybrid type powertrain (CT), the powertrain comprising a heat engine (4), an electric machine (1), an intermediate transmission (TX) and a gearbox (BV), the powertrain (CT) being subject to transient kinematic oscillations under change of torque or loading condition, the intermediate transmission (TX) comprising a main clutch (K0), with a coupling of the heat engine to the powertrain when the main clutch is closed and a decoupling of the heat engine from the powertrain when the main clutch is open, the electric machine being controlled by a first control unit (2), the first control unit supporting an anti-oscillation function according to which the electric machine generates a torque tending to attenuate the current oscillation,
the heat engine (4) being controlled by a second control unit (3) configured to generate an inhibition coefficient of the anti-oscillation function, the inhibition coefficient taking values between a first value (VL1) which has the effect of inhibiting the anti-oscillation function, and a second value (VL2) which has the effect of leaving intact a nominal operation of the anti-oscillation function,
the control system being configured to implement the method according to any one of claims 1 to 8 to minimize oscillations during the coupling or uncoupling sequences of the heat engine. Vehicle characterized in that it comprises a hybrid type traction chain (CT) with a control system according to claim 9.