Abstract: A method for determining a speed profile of a motor vehicle on a route between a starting point and an arrival point. The method includes the steps of defining a series of noteworthy points of the route, which are characterized by a stoppage of the vehicle or a decrease in the speed of the vehicle, the series of noteworthy points dividing the route into a series of portions, for each portion of the route, generating a speed and/or torque setpoint optimizing the speed profile of the vehicle by minimizing the Hamiltonian of a system of equations modeling the driving of the vehicle, and providing the setpoint generated on each portion of the route so as to optimize the driving of the vehicle up to the arrival point.

Abstract: Disclosed is a method for controlling the powertrain of a motor vehicle between the current location of the vehicle and an arrival point, including calculating a theoretical optimal traction force, determining a friction force applied to the vehicle, calculating an actual optimal force to be applied to the wheels as far as the arrival point, and applying a traction force to the wheels of the vehicle when the calculated actual optimal force is strictly greater than a predetermined threshold value or else not applying a force to the wheels of the vehicle when the calculated actual optimal force is greater than or equal to zero and less than or equal to the predetermined threshold value, or else applying a braking force to the wheels of the vehicle when the calculated actual optimal force is strictly less than zero.

Abstract: Disclosed is a method for controlling the powertrain of a motor vehicle between the current location of the vehicle and an arrival point, including calculating a theoretical optimal traction force, determining a friction force applied to the vehicle, calculating an actual optimal force to be applied to the wheels as far as the arrival point, and applying a traction force to the wheels of the vehicle when the calculated actual optimal force is strictly greater than a predetermined threshold value or else not applying a force to the wheels of the vehicle when the calculated actual optimal force is greater than or equal to zero and less than or equal to the predetermined threshold value, or else applying a braking force to the wheels of the vehicle when the calculated actual optimal force is strictly less than zero.

Abstract: A method for determining a speed profile of a motor vehicle on a route between a starting point and an arrival point. The method includes the steps of defining a series of noteworthy points of the route, which are characterized by a stoppage of the vehicle or a decrease in the speed of the vehicle, the series of noteworthy points dividing the route into a series of portions, for each portion of the route, generating a speed and/or torque setpoint optimizing the speed profile of the vehicle by minimizing the Hamiltonian of a system of equations modeling the driving of the vehicle, and providing the setpoint generated on each portion of the route so as to optimize the driving of the vehicle up to the arrival point.

Abstract: A method for assisting with the parking of a motor vehicle includes detecting the position of a movement-control member able to indicate a transverse component and a longitudinal component, with respect to the motor vehicle, of a movement instruction, and analyzing the movement instruction. The method also includes classifying the movement instruction in two modes (mode 1, mode 2) according to the angle ? about the transverse axis of the movement-control member with respect to its rest position and the comparison thereof with the angel ?M that brings the steered wheels of the motor vehicle to the angle ?M of maximum steering lock, and moving the vehicle in accordance with the movement instruction mode, with mode 2 corresponding to assisted parking mode and performing a semi-automatic parallel-parking maneuver.

Abstract: Method for assisting with the parking of a motor vehicle, includes the steps of: detecting the position of a movement-control member (10) able to indicate a transverse component and a longitudinal component, with respect to the motor vehicle (20), of a movement instruction, analyzing the movement instruction, wherein the method further includes the following steps: classifying the movement instruction in two modes (mode 1, mode 2) according to the angle ? about the transverse axis of the movement-control member with respect to its rest position and the comparison thereof with the angel ?M that brings the steered wheels (22) of the motor vehicle to the angle ?M of maximum steering lock, moving the vehicle in accordance with the movement instruction mode, mode 2 corresponding to assisted parking mode and performing a semi-automatic parallel-parking maneuver.

Abstract: A method for correcting the drift of the signal from a sensor measuring the pressure in a cylinder of an internal combustion engine, the signal being comparable to a straight line of equation y=A×x+B, on which signal are overlaid pressure spikes, the correction method includes: I: using a rapid Kalman filter for detecting the points belonging to the pressure spikes, II: using a slow Kalman filter for determining of the slope (A) and of the constant (B), III: correcting, for each point, of the drift of the signal according to whether or not they belong to the detected pressure spikes determined during step I and the values of the slope and constant determined during the step II, wherin, during step I: the prediction error (epsR) on a point of the signal is estimated using the rapid Kalman filter, the standard deviation of this prediction error (eps sigma) is filtered and maximized, the start and/or end of a pressure spike at this point is determined according to at least one of the following two criteria:

Abstract: In a method for estimating the charge of a motor vehicle battery, at least one sensor measures terminal voltage, current circulating in the battery, and temperature, such that: current variations are measured at predetermined time intervals; a modeled voltage is determined according to current and temperature; the modeled voltage includes components corresponding to charge polarization; estimated and measured voltage are compared to determine voltage error; theoretical model is adapted according to battery operating phase and determined voltage error.

Abstract: A method and device for controlling the engine of a vehicle comprising an accelerator pedal and an engine speed control circuit comprising in particular: a circuit for closed-loop control of the engine speed, a circuit for interpreting the position of the accelerator pedal, which supplies an engine speed setpoint to the circuit for closed-loop control of the engine speed depending on the position of the accelerator pedal, a circuit for estimating loads external to the vehicle, a circuit for estimating maximum speed likely to be reached by the engine as a function of the estimate of external loads and this maximum speed is supplied by the circuit for interpreting the position of the accelerator pedal and makes the engine speed setpoint very independently of the position of the accelerator pedal.

Abstract: A device for controlling the engine (108) of a vehicle comprising an accelerator pedal (101) and an engine speed control circuit (102, 103, 106, 109) comprising in particular:

Abstract: A process for controlling an internal combustion engine (1), whereby a set of set-point values (y_sp) of output variables (y) of the engine is determined. These set-point values are applied to an inverse model (M−1) of the engine produced from the iterative exploitation of a loop with a direct model (M) of the engine and a correction matrix (J−1) for correcting the inputs of the direct model as a function of its outputs. The result is that a set of commands (u) that can be applied to means (11) for adjusting the engine is obtained.

Abstract: A device for controlling a controlled-ignition direct-injection internal combustion engine to avoid abrupt variations in torque when switching from homogeneous-charge to stratified-charge combustion mode and vice versa, includes a determinator for determining a reference value of a transmission torque as a function of a position of an accelerator pedal. A calculator is provided for calculating a value of at least one command of at least one controller for controlling the engine based on a datum value for a transmission torque. A corrector is configured to correct the datum value of the transmission torque as a function of the engine combustion mode by applying a torque correction taken from a correction table as a function of at least one variable representing a load on the engine. The calculator has a first inverse model of the engine in its homogeneous-charge combustion mode and a second inverse model of the engine in its stratified-charge combustion mode.