FR2969097A1 - Device for controlling hybrid powertrain of plug-in type hybrid vehicle, controls hybrid powertrain according to first law of energy management, where discharge of rechargeable electrical energy source is provided to charging state of load - Google Patents

Abstract

The device (1) controls a hybrid powertrain (16) according to a first law of energy management, where a rechargeable electrical energy source i.e. battery (2), maintains a state of load in a state of optimal output. Discharge of the energy source is provided to a charging state of the load greater than a charging state of the total discharge according to a second law of energy management such that the second law of energy management ensures maintenance of the state of charging load when the state of load reaches the level of charging state of the load. The source is chosen from lithium-ion battery, nickel-metal hydride type battery and nickel-zinc battery. An independent claim is also included for a hybrid powertrain of a vehicle.

Description

The invention relates to a device for managing the charge level of a rechargeable electric energy source of a hybrid vehicle. More particularly, the invention relates to a control device of a hybrid power train of a vehicle equipped with a rechargeable source of electrical energy, the device being able to manage the charge level of said source. The invention relates to a corresponding method and also to a hybrid power train equipped with said management device. The invention also relates to a vehicle equipped with said device and / or said traction chain. In the context of the invention, the term "rechargeable source of electrical energy" means all types of batteries, in particular lithium-ion (Li-ion), nickel-metal hydride (NiMH), nickel-zinc (Ni) batteries. -Zn), etc., as well as organs of the type known as "super-capacitors". In the following description, without restricting in any way the scope of the invention, the term "battery" will be used to simplify the description. In the following description and without in any way restricting the scope of the invention, the term "state of charge" will be used to designate the state of the battery from the point of view of its charge level.

US patent document 2009/0114463 A1 discloses a device and a method for controlling a vehicle-type plug-in hybrid drivetrain. A plug-in hybrid vehicle is a hybrid-powered vehicle equipped with a battery that can be plugged in and recharged at a charging station. The teaching of this patent document is concerned with the management of the charge level and provides for the application of a law for discharging the battery when the vehicle, on the move, approaches a charging station. The objective is, on the one hand, to exploit as much as possible the electric energy available in the battery for the purpose of saving fossil fuel otherwise necessary for the heat engine, and on the other hand, to optimize the level of electric power recharged at the charging station. To do this, the document teaches us to detect the approach of a charging station and switch from a battery management mode where it is maintained at a load level optimizing its lifetime, (typically a charge level between 45% and 65%), to a management mode where the battery is discharged by consumption of its energy by the electric motor of the power train so as to arrive at the charging station with a level of low or no load. To do this, it is intended in particular to use the signals from a GPS receiver to know the position of the vehicle and mapping to identify the nearest charging stations. Although a technological advance, the teaching of this document seems to have some shortcomings, namely the fact that it provides a 0% battery charge level when approaching the target charging station.

Such a level of discharge is particularly harmful for the life of the battery. Accordingly, this teaching does not provide for any particular measure of the level of charge of the battery when the minimum level is reached even before the vehicle reaches the charging station. In addition, in case of overshoot of the vehicle to the charging station, it is expected that the battery is recharged by the combustion engine to find the optimal charge level (typically between 45% and 65%). In the event of non-recharging of the battery at the passage of the target charging point, the immediate transition to the charging mode of the battery by the heat engine at least partly eliminates the advantage provided by the discharge law, in particular when the The vehicle user either decides to turn back to the charging station or to go to another nearby charging station. The object of the invention is to provide a device and a method for controlling a hybrid traction system that overcomes at least one of the aforementioned problems. More particularly, the object of the invention is to propose a device and a method for implementing a traction-chain energy management strategy of a hybrid vehicle of the "plug-in" type whose purpose is to is to minimize fuel consumption and therefore CO2 emission and to optimize the life of the battery. The subject of the invention is a device for controlling a hybrid power train of a vehicle equipped with a rechargeable source of electrical energy, the traction system comprising a heat engine and an electric motor, the device being able to control of the hybrid traction system according to a first energy management law of the rechargeable source maintaining the state of charge at an optimum level of efficiency, and according to a second law of energy management of the rechargeable source ensuring a discharging said source to a charging state higher than a total discharge level, approaching a charging station, characterized in that it is configured so that the second law provides a maintaining the charging state of charge when the state of charge reaches the charging state of charge. The approach of a charging station can be detected in several ways, including a GPS location system and a map of the region in which the vehicle is moving. More particularly, the detection of reconciliation of a charging station can be based on statistical data of the stations most frequented by the vehicle stored in the memory of a computer. The measures mentioned above make it possible to keep the battery at a charge state of charge especially when the battery reaches this state of charge level before the vehicle reaches the charging station. This situation can arise in particular because of the inaccuracy in the estimation of the state of charge of the battery and also when the route taken is different from that calculated by the GPS system and the actual energy consumption on this portion of the road is different from that estimated. The fact of maintaining a minimum state of charge makes it possible, on the one hand, to avoid an excessive discharge of the battery, and on the other hand, to maintain its state of charge at this level of recharge. This ensures a longer life of the battery while allowing optimal use of the electrical energy storage source. The charging state of charge is generally greater than or equal to the minimum level of state of charge of the range. operating the battery. This minimum level of recharge charge state is preferably between 5% and 30%, more preferably between 10% and 25%, more preferably between 15% and 20% of the maximum capacity of the battery. The optimal point of operation of the battery, which we will call later state of optimal performance charge, can be a range of values, preferably between 40% and 70% of the maximum capacity of the battery, depending on the battery technology chosen. This range of state of charge makes it possible to obtain the best compromise between the maximum power that can provide the battery in discharge and the maximum power that can accept the battery when recharging. According to an advantageous embodiment of the invention, the control device is configured to maintain, according to the second law, the recharging charge state of the rechargeable source over a distance traveled by the vehicle and / or during a duration of a given value. According to another advantageous embodiment of the invention, the control device is configured so that the given value of the distance and / or the duration of travel of the vehicle over or during which the charge state of charge is maintained is determined by depending on the proximity of one or more charging stations identified as probable. According to yet another advantageous embodiment of the invention, the control device is configured so that the identification of one or more probable recharging stations is in particular a function of the density of the charging stations neighboring the vehicle. According to yet another advantageous embodiment of the invention, the control device is configured so that the identification of one or more probable recharging stations comprises an interrogation action of the driver of the vehicle. According to yet another advantageous embodiment of the invention, the control device is configured to determine the charging charge status as a function of one or more previous charging operations, preferably to the charging station whose vehicle is approaching. It is more specifically the charging place evaluated as the most likely. According to yet another advantageous embodiment of the invention, the charging state of charge is determined according to the average capacity recharged and / or the average state of charge reached during the one or more preceding recharging operations. According to another advantageous embodiment of the invention, the charging state of charge is also determined as a function of the state of charge of optimum efficiency, preferably where the charging state of charge is equal to the state of charge optimal performance minus the average capacity reloaded.

According to another advantageous embodiment of the invention, the control device is configured to maintain, according to the second law, the charge state of recharge of the rechargeable source within a given tolerance range, preferably a range of ± 10%, preferably ± 5%.

According to yet another advantageous embodiment of the invention, the control device is configured to maintain, according to the second law, the charging state of charge of the rechargeable source following a regulation loop. According to yet another advantageous embodiment of the invention, the control device is configured to apply the second law as soon as the vehicle is at a distance from the recharging station which is less than a discharge distance corresponding approximately to the distance that the vehicle can travel in discharge mode of the rechargeable source according to the second law from the state of charge of optimum efficiency. Said discharge distance may be variable depending on various parameters such as the vehicle running conditions (driving style, traffic status, altitude of the course ...) that may have an influence on the energy consumption of the vehicle. According to yet another advantageous embodiment of the invention, the control device is configured to maintain the second law until the vehicle travels a distance corresponding to the incremental discharge distance of a predetermined value, counted from the application of the second law to the discharge distance of the charging station. The predetermined incrementation value is greater than zero. It may be a function of the proximity and / or density of neighboring charging stations. More generally, said predetermined incrementation value may be a function of the proximity of the other most probable charging stations. According to yet another advantageous embodiment of the invention, the control device is configured to apply the first law as soon as the vehicle has traveled a distance corresponding to the incremental discharge distance of the predetermined value, counted from the application of the second law at the discharge distance of the charging station.

The invention also relates to a hybrid traction system of a vehicle, comprising a traction chain control device as defined above. The invention also relates to a hybrid vehicle comprising a hybrid power train, a rechargeable source of electrical energy and a control device of said hybrid power train as defined above. The invention also comprises a method of controlling a hybrid power train of a vehicle equipped with a rechargeable source of electrical energy, the traction system comprising a heat engine and an electric motor, the method comprising the step for selectively controlling the hybrid power train according to a first energy management law of the rechargeable source maintaining the state of charge at an optimum level of efficiency and according to a second law of energy management of the a rechargeable source providing a discharge of said source to a charging state of charge higher than a state of total discharge charge, approaching a charging station, remarkable in that the second law ensures a maintenance of the Charging state of charge when charging state reaches charging level. Preferably, the charging station is identified as being the most likely. This identification can be based on different selection criteria.

Various criteria such as in particular the distance between the vehicle and the various known stations as well as the distance that the vehicle can travel according to the second discharge law can be applied for the determination of the charging station. The stop frequency can also be a criterion. By way of example, when approaching two locations identified by the system as probable charging locations, distant from a distance less than I, the system can then choose the location where the stop frequency is the most important. high. According to an advantageous embodiment of the invention, the method comprises the step of maintaining according to the second law the recharging charge state of the rechargeable source over a distance traveled by the vehicle and / or over a given value period.

According to another advantageous embodiment of the invention, the given value of the distance and / or the duration of the journey of the vehicle over or during which the charge state of charge is maintained is determined according to the proximity of one or several charging stations identified as probable.

According to yet another advantageous embodiment of the invention, the identification of one or more probable recharging stations is in particular a function of the density of the charging stations neighboring the vehicle. According to yet another advantageous embodiment of the invention, the identification of one or more probable recharging stations comprises an interrogation action of the driver of the vehicle. According to yet another advantageous embodiment of the invention, the recharging charge state is determined as a function of one or more preceding recharging operations, preferably at the charging station whose vehicle is approaching. According to yet another advantageous embodiment of the invention, the charging state of charge is determined according to the average capacity recharged and / or the average state of charge reached during the one or more preceding recharging operations. According to another advantageous embodiment of the invention, the charging state of charge is also determined as a function of the state of charge of optimum efficiency, preferably where the charging state of charge is equal to the state of charge optimal performance minus the average capacity reloaded. According to another advantageous embodiment of the invention, the method comprises the step of maintaining according to the second law the charging state of charge of the rechargeable source within a given tolerance range, preferably a range of ± 10%. According to another advantageous embodiment of the invention, the method comprises the step of maintaining according to the second law the charging state of charge of the rechargeable source following a control loop. According to yet another advantageous embodiment of the invention, the method comprises the step of applying the second law as soon as the vehicle is at a distance from the recharging station which is less than a discharge distance corresponding approximately to the distance that the vehicle can travel in discharge mode of the rechargeable source according to the second law from the optimal efficiency load level. According to another advantageous embodiment of the invention, the method comprises the step of maintaining the second law until the vehicle travels a distance corresponding to the incremental discharge distance of a predetermined value, counted from the application of the second law to the discharge distance of the charging station. According to yet another advantageous embodiment of the invention, the method comprises the step of applying the first law as soon as the vehicle has traveled a distance corresponding to the incremental discharge distance of the predetermined value, counted from the application from the second law to the discharge distance from the charging station. Other features and advantages of the present invention will be better understood with the aid of the description and the drawings of which: FIG. 1 is a schematic illustration of the control architecture of a traction system of a hybrid vehicle of the plug-in type. FIG. 2 is a graphic illustration of the evolution of the charge level of the battery of a vehicle when its traction chain is controlled in accordance with the invention.

FIG. 3 is a logic diagram illustrating the logic of passing from a control law according to a so-called "normal" strategy to a control law according to a so-called "specific" strategy, according to the invention. The main organs, devices and circuits constituting the device 1 according to the invention are, in whole or in part already present on many vehicles of modern design. Most of them require no modification or at least minor modifications. By way of example, programs recorded in certain computers will only have to be adapted to accommodate the specificities of the method of the invention, as will be detailed hereinafter. These characteristics represent a further advantage of the invention.

This figure shows the heat engine 6 and the electric motor 12 of the hybrid vehicle whose respective contributions are under the control of the optimized energy management device 1 according to the invention, by using two distinct control laws, say "normal" and "specific".

FIG. 1 also shows the electrical connections of data and power type connecting the different modules and the mechanical links of the motors 6 and 12 with the wheels 24. A priori, in itself, these mechanical connections and the operation of the engines 6 and 12, no different from the Known Art. It is therefore unnecessary to describe them further.

In a manner known per se, a hybrid drivetrain supervisor 16 manages the contribution of the thermal and electrical engines respectively, to the traction of the vehicle. To do this, the hybrid traction train supervisor 16 controls, on the one hand, a heat engine control unit 4, and, on the other hand, an electric motor control unit 22. The latter controls the electric motor 12 2. In the example described in FIG. 1, the navigation system 20 comprises a navigation system 201 itself usually comprising a computer and a display device (not represented) and a device 202. The navigation system 20 transmits to the hybrid traction train supervisor 16, via a module 18 called BSI (for "Intelligent Service Enclosure"), constituting one of the calculators of the vehicle. one or the other of the following information, according to technical choices retained and which will be specified below: the geographical position of the vehicle calculated by the GPS measuring device 202; - or the remaining distance to go before setting parking mode calculated by the navigation system 20; - or the instruction of change of control law of the hybrid traction chain, calculated by the navigation system 20.

In any case, the geographical coordinates of the places of frequent recharge mode (referred to as the highest charging station) must be stored in memory. This storage is performed in memory means which is provided with the hybrid traction train supervisor 16, in the case where the navigation system 20 does not itself calculate the control law change instruction of the hybrid power train. . In the opposite cases, the storage is performed in memory means which is provided with the navigation system computer 20. When the vehicle arrives at a predetermined distance from the location of a charging station identified as probable charging location, this place which may be the place of destination, indicated by the navigation system 20 or read in memory according to the geographical coordinates of the positions of the charging stations currently frequented, the hybrid traction train supervisor 16 applies a so-called "specific" control law which significantly increases the contribution of the electric motor 12 relative to the so-called "normal" control law applied to the rest of the journey made by the vehicle. This tipping instruction is calculated by the navigation system computer 20 or by the hybrid power train supervisor 16 according to the aforementioned technical choices. This "specific" control law makes it possible to lower the state of charge of the battery 2, which will be called "SOC" hereinafter (for "State Of Charge"), SOC calculated by a measurement module of state of charge 14 said "BMS" (for "Battery Management System", according to the name commonly used Anglo-Saxon) so that the latter is, at the identified position where there will be charging, below a threshold state of charge SOC predetermined. The SOC state of charge signal is transmitted to the hybrid power train supervisor 16 via a data link. The hybrid drivetrain supervisor 16 manages the contribution of the hybrid heat engine 6 and electric engine 12 using energy management algorithms that optimize fuel consumption and CO2 emissions, while preserving the fuel efficiency. life of the battery. In a manner known per se, the driver (not shown) of the vehicle imposes a mechanical torque setpoint C via a pedal. According to the abovementioned algorithms, it defines two torque setpoints: a torque setpoint C, for the heat engine, and a torque setpoint C2 for the electric motor, the sum of C and C2 being equal at all times to C. The share of the mechanical contribution to the traction of the vehicle of the electric motor 12 depends on the state of charge of the battery 2 and the temperature thereof. For example, when the battery 2 is at charge state levels SOC close to a permitted low limit, the contribution of the heat engine 6 remains preponderant. The control law that will be described as normal develops a management algorithm acting in such a way that the state of charge SOC of the battery 2 remains close to an optimal charging state of charge state value that the we will call SOCrdtoptimal. This state of charge usually corresponds to a charge level of between 40% and 70% of the maximum charge level. As has been indicated, this control law is called "normal control law" with respect to a "specific control law" which increases the contribution of the electric motor 12 with respect to the so-called "normal" control law in order to lowering the state of charge SOC so that the battery 2 reaches, instead of being charged, a value close to or equal to a predetermined value lower than the optimum performance charging level SOCrdtoptimal. This value will be referred to below as the charge state level and will be referred to as SOCrech. This level of charge state of charge usually corresponds to a state of charge level between 10% and 20% of the maximum charge level. The "specific" control law is therefore associated with an additional constraint, with respect to the "normal" control law, imposed by the SOCrech value. In "specific" control law the SOCrech battery charge state setpoint is such that SOCrech <SOCrdtoptimal and SOCrech> 0% charge. Reference will now be made, with particular reference to FIGS. 2 and 3, in a more detailed manner, to a practical embodiment of a vehicle comprising a device for optimized management of the state of charge of a rechargeable source of compliant electrical energy. the invention provided with a built-in integrated navigation system. The hybrid power train supervisor 16 (FIG. 1) receives information representing the distance X remaining to be traveled to a position of geographical coordinates F. This distance X is calculated by the navigation system 20. To the position D distant from the value d of the position F, the hybrid traction train supervisor 16 applies the so-called "normal" command law. When the vehicle is in the geographical coordinate position D, the hybrid traction train supervisor 16 increments a counter (not specifically shown in FIG. 1) which calculates at all times the distance traveled Y from the position D to the Referring destination F. On the other hand, from this position of geographic coordinates D, the hybrid traction train supervisor 16 begins to apply the so-called "specific" command law. If, however, the driver decides not to stop at the position of geographical coordinates F (which was supposed to represent the final destination) entered by the navigation system 20 or identified by the hybrid power train supervisor 16, and that the vehicle away from this position F, when this distance reaches a new predetermined value a, that is to say a value d + a with respect to the position of geographical coordinates D, the hybrid traction train supervisor 10 applies again the normal command law.

The cycle which has just been described will be repeated when the vehicle reaches a position of geographical coordinates, which will be referenced D ', distant from a distance d of a new final destination of frequent loading of geographical coordinates F. It should be noted that this final destination F may be confused with the previous final destination if the vehicle turns back.

In the foregoing description, it has been assumed that the optimized management device 1 of the battery, according to a preferred embodiment, was provided with a navigation system 20 of conventional type (system integrated with the device 1 or connected nomadic device). with GPS access). FIG. 2 is a diagram illustrating a typical evolution of the state of charge SOC (y-axis) of the battery as a function of the distance (x-axis) separating the vehicle from a final destination of geographical coordinates F (variables X and Y respectively). As long as the vehicle has not reached the position D, distant from the distance d from the position F, the normal control law is applied and the charge state setpoint is equal to SOCrdtoptimal. When point D is exceeded (Y> 0), the specific control law is applied and the load state setpoint is SOCrech. As indicated above, if the vehicle does not stop at the intended final destination of geographic coordinates F, as long as the distance Y separating the point D of the vehicle is smaller than the value d + a, the specific control law continues to to be applied and the state of charge remains equal to SOCrech. When the distance Y becomes greater than d + a, the normal control law is applied again and the charge state setpoint becomes equal to SOCrttoptlmal. In reality, and contrary to simplified FIG. 2 for the sake of clarity of presentation, the instantaneous value of the state of charge SOC / is variable and is in the form of an irregular curve, fluctuating on both sides of the SOCrdtoptima setpoint / when the normal control law is applied and decreases rapidly, from position D, to remain close to or below the SOCrech setpoint when the specific control law is applied. In all cases, the instantaneous SOC / state of charge values must remain between two extreme values, maximum SOCmax and minimum SOCmjn, respectively. FIG. 3 is a logic diagram illustrating the phases and steps of the method in the exemplary practical embodiment which has just been described: Module 26, which has been called "normal strategy", is a module dedicated to the application of the so-called "normal" command law. This module 26 is a priori integrated in the hybrid traction system supervisor 16. The module 28 is a first comparator comparing, continuously or at predefined times, the information provided by the navigation system 201 and the GPS 202. If the distance X corresponding to the remaining distance to the position F is less than d [branch "NO"], the module "normal strategy" 26 is actuated and the normal control law is applied. In the opposite case ("YES" branch), the comparator module 30 will question the driver about his intentions to recharge the battery. This questioning will be operated preferentially by display means and control means of the push button type or the touch screen type. If the driver's response to this questioning is negative [NO branch], the normal strategy is maintained. If the driver response is positive [branch YES], the "specific strategy" module 32 is actuated and the specific control law is applied. It should be noted that the comparator module 30 is purely optional. A third comparison module 34 checks whether the vehicle battery is charging. As soon as the battery is recharged [YES branch], it follows a charging operation symbolized by the module 36. Once charging is complete, the normal strategy symbolized by the module 26 then applies again. As long as the battery is not recharged [branch NO], a fourth comparison module 38 compares the distance traveled Y from the position D with the value d + a. If the distance Y is less than d + a [branch "YES"], the control logic will then loop on the module "specific strategy" 32 in order to maintain the specific control law and proceed to the questioning of the modules 34 and 38. In otherwise [branch "NO"], the module 26, which has been called "normal strategy" is activated to apply the normal control law and then loop the steps described above. The process just described is constantly reiterated. The aforesaid modules 26 to 38 may be made based on electronic circuits ("wired logic"), but may also be advantageously made in the form of a piece of software programming a computer included in the hybrid power train supervisor 16. This latter solution has the advantage of not requiring a modification of the hardware circuits constituting the hybrid powertrain supervisor 16, since it does not require, a priori, a modification of the on-board programs, within the man's reach. Job. The SOCrech instruction of the specific law may be a function of statistical data learned and recorded by each charging site identified as probable. These statistical data can be for example the average capacity (or average energy) ASOCmoy reloaded during previous refills at this location, or the average charge reached at the end of recharging during refills preceding this location. Consequently, from this statistical data learned, follows the SOCrech instruction which will be fixed when approaching this location. For example, if at a location identified as a probable charging location, the recorded statistical data show that the average capacity usually recharged represents 20% of the total capacity of the battery, the SOCrech setpoint can be set to SOCrech (%) = SOCrdtoptimal ( %) - 20. Thus, this SOCrech instruction makes it possible to recharge the maximum possible electrical energy while not penalizing the performance of the power train when leaving this position, because the battery will be immediately in the state optimal load. At the approach of two locations identified by the system as probable charging locations, distant from a distance less than I, the system can then choose the location where the stop frequency is highest. As already illustrated in FIG. 3 by the module 30, when approaching a location that the system has identified as a probable recharge location, the system can interrogate the driver and ask him if he plans to recharge at this location. locating the vehicle battery, via the navigation system screen. He can answer by pressing a "yes" or "no" key appearing on the screen. The user can fill in the navigation system screen with the location of the next charging point when departing or en route. The user can enter at the same time several successive places of loading.

Claims (15)

REVENDICATIONS1. Control device for a hybrid power train of a vehicle equipped with a rechargeable source of electrical energy, the traction system comprising a heat engine and an electric motor, the device being able to control the hybrid traction system according to a first law of energy management of the rechargeable source maintaining the state of charge to an optimal state of charge of charge (SOCrdtoptimal), and according to a second law of energy management of the rechargeable source providing a discharge of said source to a charge state of charge (SOCrech) greater than a state of total discharge charge, approaching a charging station (F), characterized in that it is configured so as to that the second law ensures a maintenance charge state of charge (SOCrech) when the state of charge reaches the state of charging charge (SOCrech). 2. Control device according to claim 1, characterized in that the control device is configured to maintain according to the second law the recharging charge state (SOCrech) of the rechargeable source over a distance traveled by the vehicle and / or during a duration of a given value (a). 3. Control device according to claim 2, characterized in that the control device is configured so that the given value (a) of the distance and / or the duration of travel of the vehicle on or during which the state of charge recharge rate (SOCrech) is maintained based on the proximity of one or more charging stations identified as probable. 4. Control device according to claim 3, characterized in that the control device is configured so that the identification of one or more probable recharging stations is in particular a function of the density of charging stations neighboring the vehicle. 5. Control device according to one of claims 3 and 4, characterized in that the control device is configured so that the identification of one or more probable recharging stations comprises an interrogation action of the driver of the vehicle. 6. Control device according to one of claims 1 to 5, characterized in that the control device is configured to determine the state of recharge charge (SOCrech) according to one or more preceding charging operations, preferably at the charging station (F) whose vehicle is approaching. 7. Control device according to claim 6, characterized in that the charging state of charge (SOCrech) is determined according to the average capacity recharged (ASOCmoy) and / or the average state of charge (SOCmoy,). reached during the previous one or more recharge operations. 8. Control device according to claim 7, characterized in that the recharging charge state (SOCrech) is also determined as a function of the state of optimal performance charge (SOCrdtoptimal), preferably where SOCrech = SOCrdtoptimal - ASOCmoy- 9. Control device according to one of claims 1 to 8, characterized in that the control device is configured to maintain, according to the second law, the recharge level (SOCrech) of the rechargeable source within a given tolerance range, preferentially a range of ± 10%. 10. Control device according to one of claims 1 to 9, characterized in that the control device is configured to maintain according to the second law the recharge level (SOCrech) of the rechargeable source following a control loop. 11. Control device according to one of claims 1 to 10, characterized in that the control device is configured to apply the second law as soon as the vehicle is at a distance (X) from the charging station (F) which is less than or equal to a discharge distance (d) corresponding approximately to the distance that the vehicle can travel in discharge mode of the rechargeable source according to the second law from the optimum performance charge level (SOCrdtoptimal). 12. Control device according to claim 11, characterized in that the control device is configured to maintain the second law until the vehicle travels a distance (Y) corresponding to the discharge distance (d) incremented by a predetermined value (a), counted from the application of the second law to the discharge distance (d) of the charging station (F). 13. Control device according to claim 12, characterized in that the control device is configured to apply the first law as soon as the vehicle has traveled a distance (Y) corresponding to the discharge distance (d) incremented by the predetermined value. (a), counted from the application of the second law to the discharge distance (d) of the charging station (F). 14. A hybrid traction chain of a vehicle, comprising a traction chain control device according to one of claims 1 to 13. A hybrid vehicle comprising a hybrid power train, a rechargeable electric power source and a control device of said hybrid power train according to one of claims 1 to 13.5.