FR3064575B1 - DEVICE FOR MONITORING THE COUPLINGS / DECOUPLAGES OF A NON-THERMAL MOTOR MACHINE OF A VEHICLE BASED ON A PARAMETER OF STATE OF ASSOCIATED STORAGE MEANS - Google Patents

Abstract

A device (DC) controls the coupling / decoupling of a prime mover (MM1), via coupling means (MC1), to a train (T1) of a vehicle (V) also comprising energy storage means (MS1) suitable for supplying energy to at least this prime mover (MM1). This device (DC) comprises control means (MCT) arranged to prohibit at least temporarily a decided change of coupling state coupling means (MC1) when a value of a main parameter representative of a current state energy storage means (MS1) is smaller than a first threshold chosen as a function of the main parameter or to force a coupling state change of the coupling means (MC1) when the value of the main parameter is less than a second threshold chosen function of the main parameter.

Description

DEVICE FOR MONITORING THE COUPLINGS / UNCOUPLES OF A NON-THERMAL DRIVE MACHINE OF A VEHICLE BASED ON A STATUS PARAMETER OF ASSOCIATED STORAGE MEANS

The invention relates to vehicles having a transmission chain comprising at least one non-thermal drive machine which can be coupled / decoupled to / from one of their trains.

The term “driving machine” is understood here to mean a machine arranged so as to supply or recover torque for moving a vehicle, either alone or in addition to at least one other thermal or non-thermal driving machine. Consequently, a non-thermal motor machine may for example be an electric machine (or motor), a hydraulic machine, a pneumatic (or compressed air) machine, or a flywheel. For its part, a heat engine could for example be a heat engine.

As those skilled in the art know, certain vehicles, possibly of the automobile and possibly hybrid type, comprise a transmission chain comprising at least one non-thermal drive machine capable of being coupled to one of their trains via means of coupling. This transmission chain is generally managed by a supervisory computer which includes, or is coupled to, a control device responsible for proposing to it to couple / decouple its non-thermal motor machine. It will be noted that any type of coupling / decoupling is concerned here, and in particular that by dog clutch or by clutch.

When the transmission chain is hybrid (namely thermal and non-thermal), a proposal for coupling the non-thermal motor is generally intended to minimize fuel consumption by the thermal engine, for example by recovering electrical energy in a braking phase, and / or to increase the performance of the vehicle, for example by adding to the torque produced by its heat engine the torque that can be produced by the non-thermal power unit during a driving phase.

Proposals for coupling / decoupling the non-thermal motor are usually taken on the basis of information relating to the vehicle in question, such as depressing the accelerator pedal, depressing the brake pedal, speed in the course of the vehicle, the tilt in progress of the vehicle, and a constraint on the use of the first driving machine and / or of the heat engine. They are then transmitted to the transmission chain supervision calculator, so that it decides to follow them or reject them according to its own constraints, possibly temporary.

Some of these coupling / decoupling proposals can lead to permanent coupling of the non-thermal motor machine for a relatively long period, even when the vehicle speed is stabilized and therefore this non-thermal motor machine is not used . This induces energy losses by dissipation (typically several kilowatts at high speed) due to the loss torque of this non-thermal motor, and this can damage the latter when it has a maximum speed beyond which decoupling is necessary. Furthermore, when the transmission chain is hybrid and the all-electric (or ZEV (“Zero Emission Vehicle”)) operating mode is favored at low speed, each decoupling proposal is rejected when the vehicle speed is lower. at a threshold (for example equal to 50 km / h).

On the other hand, achieving a change in the state of coupling of the coupling means of the non-thermal motor machine frequently requires a high power or energy supplied by the associated energy storage means. In the case of coupling, this results from the fact that one must synchronize the current speed of the non-thermal motor with the speed equivalent to the current speed of rotation of the associated train, which requires the provision of a significant energy or discharge power by the associated energy storage means (generally a rechargeable battery). For example, during high-speed dog clutching, synchronizing the speed of the non-thermal power unit with the speed equivalent to the speed of rotation of the train may require several tens of kilowatts.

Consequently, at a given time, the energy available in the energy storage means may be insufficient to allow the realization of a coupling or a decoupling, or the available power may be sufficient to achieve a coupling or decoupling but only slowly, or the load power may be too large for a coupling intended to recover energy, or the internal temperature of the energy storage means may be located at outside of a recommended operating interval. Such situations can, for example, induce a deterioration in the quality of realization of the change of state of coupling resulting for example by shocks or jolts, or else an impossibility of carrying out the change of state of coupling, or even an overconsumption of energy.

The invention therefore aims in particular to improve the situation.

It proposes in particular a control device intended to control the coupling / decoupling of a non-thermal driving machine, via coupling means, to a train of a vehicle which also comprises means of energy storage suitable for supplying energy this driving machine.

This control device is characterized by the fact that it comprises control means arranged to at least temporarily prohibit a decided (or proposed) change in the coupling state of the coupling means when a value of a main parameter representative d 'a current state of the energy storage means is less than a first chosen threshold which is a function of this main parameter or to force a change of coupling state of the coupling means when the value of this main parameter is less than a second threshold chosen according to the main parameter.

Thanks to this at least temporary prohibition of carrying out a change of state of coupling when the energy storage means are not able to support this change of state of coupling in advance, the availability at the wheels is increased of the non-thermal drive machine while guaranteeing optimum coupling / decoupling quality.

The control device according to the invention may include other characteristics which can be taken separately or in combination, and in particular:

the main parameter, representative of the current state of the energy storage means, can be chosen from an energy available in the energy storage means, an energy recoverable by the energy storage means, a power discharging the energy storage means, a charging power of the energy storage means, and an internal temperature of the energy storage means;

- the first and second thresholds can be chosen as a function, in addition, of at least one auxiliary parameter of the vehicle;

> each auxiliary parameter can be chosen from a speed in progress of the vehicle, a slope in progress of a portion of the lane on which the vehicle is traveling, a weight in progress of the vehicle, a transverse acceleration during the vehicle, an acceleration longitudinal in progress of the vehicle, meteorological information, an altitude at which the vehicle is located, and a mode of operation in progress of the vehicle;

• the current operating mode of the vehicle can be chosen from a selection of a four-wheel drive mode, a selection of a sport driving mode, and placement in at least one predefined state of a device d 'assistance to a driver of the vehicle;

- Its control means can be arranged so as not to prohibit a change of coupling state if this change of coupling state concerns a safe coupling / decoupling;

- its control means can be arranged to at least temporarily prohibit the change of coupling state when, in addition, a predefined condition relating to a current operating mode of the vehicle is met;

> the current operating mode of the vehicle can be chosen from a selection of a four-wheel drive mode, a selection of a sport driving mode, and placement in at least one predefined state of a device of 'assistance to a driver of the vehicle;

- Its control means can be arranged to temporarily prohibit the change of coupling state of the coupling means for a duration which is less than a third predefined threshold.

The invention also provides a vehicle, possibly of the automobile type, and comprising, on the one hand, a transmission chain comprising a non-thermal driving machine and suitable for being coupled, via coupling means, to a train, and energy storage means suitable for supplying energy to at least this motor, and, on the other hand, a control device of the type of that presented above.

For example, the driving machine can be chosen from an electric motor, a hydraulic machine, a pneumatic machine and a flywheel.

Also, for example, it may include at least one other motor capable of being coupled to another train via other coupling means. This other driving machine can be non-thermal and suitable for being supplied with energy by the energy storage means. Alternatively, the other driving machine can be a heat engine.

Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawing, in which the single figure schematically and functionally illustrates a vehicle comprising a hybrid transmission chain and a computer. supervision equipped with a control device according to the invention.

The object of the invention is in particular to propose a DC control device intended, on the one hand, to equip a vehicle V comprising a transmission chain comprising at least a first non-thermal MM1 driving machine capable of being coupled to a first T1 train, and, on the other hand, to control the coupling / decoupling of this first driving machine

MM1.

In what follows, it is considered, by way of nonlimiting example, that vehicle V is of the automobile type. This is for example a car. However, the invention is not limited to this type of vehicle. It in fact relates to any type of vehicle comprising a transmission chain comprising at least a first drive machine capable of being coupled, via first coupling means, to a first train. Therefore, the invention relates not only to land vehicles, but also to ships and airplanes.

It is recalled that the term “driving machine” is understood here to mean a machine arranged so as to supply or recover torque for moving a vehicle, either alone or in addition to at least one other thermal or non-thermal driving machine . Consequently, a non-thermal motor machine may for example be an electric machine (or motor), a hydraulic machine, a pneumatic (or compressed air) machine, or a flywheel. For its part, a heat engine is a heat engine consuming fuel or chemicals. It could in particular be a reactor, a turbojet engine or a chemical engine.

On the other hand, it is considered in what follows, by way of nonlimiting example, that the first motor machine MM1 is of the electric type. However, the invention is not limited to this type of non-thermal motor. Thus, it also relates in particular to hydraulic machines (or motors), pneumatic (or compressed air) machines (or motors), and flywheels.

There is schematically shown in the single figure a vehicle V comprising a transmission chain, a supervision computer CS suitable for supervising (or managing) the operation of the transmission chain, and a DC control device according to the invention.

In the example illustrated without limitation in the single figure, the transmission chain is of the hybrid type. It therefore also comprises, in addition to its first motor machine MM1 associated with first coupling means MC1 and with first energy storage means MS1, at least one second motor machine MM2 of the thermal type, such as for example a heat engine . In fact, in this example, the transmission chain also includes a third non-thermal type MM3 driving machine in addition to the first MM1 and second MM2 driving machines. However, the invention is not limited to this type of transmission chain. In fact, the transmission chain can comprise only a non-thermal driving machine associated with one of its trains, or first and second non-thermal driving machines associated respectively with two of its trains, or even a first non-thermal driving machine. associated with a first train, a second thermal driving machine associated with a second train, and a third non-thermal driving machine also associated with the second train.

It is considered in what follows, by way of nonlimiting example, that the third motor machine MM3 is of the electric type, like the first motor machine MM1, and that it is capable of being supplied with energy by the first storage means. of energy MS1. But it could be of another type. Thus, it could be a hydraulic machine (or motor), a pneumatic (or compressed air) machine (or motor), or a flywheel.

The transmission chain here comprises, in addition to the first MM1, second MM2 and third MM3 driving machines, first coupling means MC1 and first energy storage means MS1, at least one motor shaft AM, second coupling means MC2, third coupling means MC3, and first AT 1 and second AT2 transmission shafts.

Given that it is considered here that the first MM1 and third MM3 driving machines are of the electric type, the first energy storage means MS1 which supply them both are arranged to store electrical energy, for example at low voltage (typically 220 V).

The first coupling means MC1 is here responsible for coupling / decoupling the first driving machine MM1 to / from the first transmission shaft AT1, on the order of the supervision computer CS, in order to communicate the torque which it produces and which is defined by a setpoint (torque or speed), thanks to the energy stored in the first storage means MS1, at the first transmission shaft AT1. The latter (AT1) is coupled to a first train T1 (here of wheels).

For example, the first train T1 is located at the rear of the vehicle V, and preferably, and as illustrated, coupled to the first drive shaft AT1 via a first differential (here rear) D1. However, in a variant, this first train T1 could be located at the front of vehicle V.

The first coupling means MC1 can, for example, be a clutch mechanism or a clutch or a hydraulic torque converter or even a brake. It can take at least two coupling states: a first (coupled) in which it ensures the coupling of the first motive machine MM1 to the first drive shaft AT1 and a second (decoupled) in which it decouples the first motive machine MM1 from the first AT1 drive shaft. Note that it can also take an intermediate state (for example for a clutch slip).

The second motive machine MM2 (here a heat engine) comprises a crankshaft (not shown) which is fixedly secured to the engine shaft AM in order to drive the latter (AM) in rotation. This heat engine MM2 is intended to supply torque for a second train T2 (here of wheels), via at least the second MC2 and third MC3 coupling means.

For example, the second train T2 is located at the front of the vehicle V, and coupled to a second transmission shaft AT2, preferably, and as illustrated, via a second differential (here before) D2. But in the aforementioned variant, this second train T2 could be located at the rear of vehicle V.

The second coupling means MC2 can, for example, be arranged in the form of a clutch. But it could also be a torque converter or a dog clutch or a brake.

The third coupling means MC3 can, for example, be gear change means. The latter (MC3) can, for example, be arranged in the form of a gearbox. They include a primary (or input) shaft AP intended to receive torque, and a secondary (or output) shaft intended to receive this torque via the primary shaft AP in order to communicate it to the second transmission shaft AT2 to which it is coupled and which is indirectly coupled to the wheels (here front) of the vehicle V via the second differential D2. However, in an alternative embodiment, the gear change means MC3 could, for example, comprise at least one planetary gear train comprising one, two or three synchronizers. It is recalled that the synchronizers allow two elements to be joined together in order to fix a torque and a speed on two of the three shafts of a planetary train.

The third motive machine MM3 is at least responsible for intervening during gear changes of the gear shift means MC3.

In the example which is illustrated without limitation in the single figure, the third drive machine MM3 is coupled to the second coupling means MC2 (here a clutch) and to the gear change means MC3 (here a gearbox). But they could be installed in other places of the transmission chain, and for example between the heat engine MM2 and the second coupling means MC2 or between a starter or an alternator-starter AD (described below) and the heat engine MM2, as soon as they intervene during each gear change.

In the example which is illustrated without limitation in the single figure, the second coupling means MC2 comprise a flywheel fixedly fixed to the motor shaft AM and a clutch disc fixedly fixed to an input shaft of the third motive machine MM3, which is also coupled to the primary shaft AP of the gear change means MM3. Note that these (MM3) can be automated or not.

It will also be noted, as illustrated without limitation in the single figure, that the transmission chain may also include a starter or an alternator-starter AD coupled to the thermal engine MM2 and responsible for launching the latter (MM2) in order to allow it to start. . This launching is carried out using electrical energy which is, for example and as illustrated without limitation, stored in second storage means MS2.

These second storage means MS2 can be arranged in the form of a very low voltage battery (for example 12 V, 24 V or 48 V). The latter (MS2) can, for example, supply an on-board network to which electrical equipment of the vehicle V are connected. It will be noted that the second storage means MS2 can, as shown without limitation, be coupled to the first storage means of energy MS1 and to the first motive machine MM1 via a CV converter of the DC / DC type, in order to be able to be recharged.

The operations of the heat engine MM2, the first MM1 and third MM3 motor machines, and the first MC1 and second MC2 coupling means can be controlled by the supervisory computer CS. The latter (CS) is for example capable of operating the vehicle V in at least three different driving modes. In a first mode called "thermal" only the thermal engine MM2 is used to move the vehicle V. In a second mode called "Zero Vehicle Emission >> (or ZEV)) the first drive machine MM1 and / or the third drive machine MM3 is / are used to move the vehicle V. In a third mode called "hybrid" the first motor machine MM1 and / or the third motor machine MM3 is / are used in addition to the heat engine MM2 for move vehicle V.

As indicated previously, the invention proposes a DC control device intended to control the coupling / decoupling of the first motive machine MM1 within the vehicle V.

In the nonlimiting example illustrated in the single figure, the control device DC is part of the supervision computer CS. But it is not compulsory. This DC control device could indeed be an equipment coupled to the CS supervision computer, directly or indirectly. Consequently, the DC control device can be produced in the form of software modules (or computer or "software"), or else of a combination of electronic circuits (or "hardware") and software modules.

A DC control device, according to the invention, comprises MCT control means which are responsible for at least temporarily prohibiting a change decided or proposed (for example by the supervision computer CS) of the state of coupling of the first means MC1 coupling when a value of a main parameter pp which is representative of a current state of the energy storage means MS1 is less than a first selected threshold s1 which is a function of this main parameter pp, or to force a change in the state of coupling of the first coupling means MC1 when the value of this main parameter pp is less than a second threshold chosen s2 as a function of the main parameter.

It will be understood that when the value of the main parameter (or state) pp is less than the first selected threshold s1 when a change of coupling state of the first coupling means MC1 has been decided, this means that the first storage means MS1 energy are not able to support this change in coupling state. Consequently, the prohibition, at least temporarily, of making certain changes in the coupling state makes it possible to increase the availability at the wheels of the first motive machine MM1 while guaranteeing an optimal coupling / decoupling quality of the latter (MM1 ) to / from the first T1 train.

Similarly, when the value of the main (or state) parameter pp is less than the second selected threshold s2 without a change of coupling state of the first coupling means MC1 having been decided, this means that the first means of MS1 energy storage will not be able to support a next change of coupling state (not yet decided). Consequently, the fact of forcing immediately, in anticipation, a change of state of coupling makes it possible to avoid having to make a possible impossible coupling a few moments later (because the available discharge power would risk being still smaller than the current one).

It will be noted that the first threshold s1 is preferably less than the second threshold s2. But the first s1 and second s2 thresholds could be equal.

For example, the control means MCT can be arranged to temporarily prohibit the change of coupling state of the first coupling means MC1 for a duration which is less than a third predefined threshold s3. The latter (s3) can, for example, be between 500 ms and 2 s.

In the presence of such an option, the MCT control means trigger a time delay of a duration equal to the third predefined threshold s3 as soon as they decide to prohibit the change in required (or proposed) coupling state. If at the end of this delay the same change of coupling state is still required (or proposed), the MCT control means authorize this change of coupling state. This option is intended to prevent too long the realization of a change of coupling state due to a transient impossibility of the first energy storage means MS1 to support this change of coupling state provisionally.

The main (or state) parameter pp, which is representative of the current state of the first energy storage means MS1, can be chosen from an energy which is available in the first energy storage means MS1 ( in particular for the first motor machine MM1), energy recoverable by the first energy storage means MS1 (and for example supplied by the first motor machine MM1), a discharge power from the first energy storage means MS1 (in particular to supply the first motive machine MM1), a load power of the first energy storage means MS1 (and for example provided by the first motive machine MM1), and an internal temperature of the energy storage means.

It is recalled that energy is independent of the time taken to use or provide it, while power is correlated to the time taken to use or provide it. Consequently, the discharge power of the first energy storage means MS1 may at a given instant be insufficient (relative to the first selected threshold s1 associated) to achieve coupling in a short time interval (not degrading the quality of the coupling typically around 500 ms), but be sufficient (relative to the selected threshold s1 associated) to carry out this same coupling in a long time interval (degrading the quality of the coupling). In this case, the control means MCT can, for example, decide to prohibit the coupling of the first driving machine MM1 to the first train T1 (if it has been proposed) when the latter (MM1) is decoupled from the first train T1 (because the discharge power is lower than the selected threshold s1 associated with the latter or the available energy is lower than the selected threshold s1 associated with the latter), or else prohibit in advance (if s1 <s2) the decoupling of the first driving machine MM1 of the first train T1 when the latter train (MM1) is coupled to the first train T1 in order to avoid having to make any possible coupling a few moments later (because the discharge power would be lower than the first threshold chosen s1 associated with the latter or the available energy would be less than the first threshold chosen (s1 associated with the latter).

Likewise, the charging power of the first energy storage means MS1 may at a given moment be insufficient to carry out an energy recovery coupling (since the latter (MS1) are almost fully charged and therefore the charging power is less than the first selected threshold s1 associated with the latter or the recoverable energy is less than the selected threshold s1 associated with the latter). In this case, the MCT control means can, for example, decide to impose the decoupling of the first motive machine MM1 from the first train T1 when the latter (MM1) is coupled to the first train T1 to avoid continuing recovery of energy, or to prohibit in advance the coupling of the first motor machine MM1 to the first train T1 when the latter (MM1) is coupled to the first train T1 in order to avoid recovering energy.

It will be understood that many other example decisions can be implemented by the MCT control means according to the control strategy which is associated with the vehicle V by its manufacturer or by an after-sales service. In general, the MCT control means can decide to impose a decoupling, or to impose a coupling, or to prohibit a decoupling, or even to prohibit a coupling, according to the result of the comparison of the value during the main parameter (or state) pp which is used at the first s1 and second s2 selected thresholds (which are a function of this main parameter pp).

The first s1 and second s2 selected thresholds, which are associated with the power, can take into account the mechanical / electrical yields of the first motive machine MM1 and of the first coupling means MC1 associated. Consequently, the MCT control means determine the first s1 and second s2 thresholds associated with the power, starting by determining the theoretical power required for interconnection in the predefined short time interval (for example 500 ms), taking account of the associated regime. at the current speed of rotation of the wheels of the first train T1. Then, they determine the first s1 and second s2 thresholds associated with the power by dividing this theoretical power by the predefined value of the mechanical / electrical yields. As a purely illustrative example, for interconnection at 100 km / h (corresponding to 10,000 rpm), a short time interval of 500 ms, an inertia of the first motor MM1 of 0.02 kg.m ² , and a predefined value of the mechanical / electrical yields of 90%, a first selected threshold s1 of approximately 5 kW is obtained.

Similarly, when the main (or state) parameter pp is energy, and we want to clutch at 100 km / h (corresponding to 10,000 rpm) with an inertia of the first motive machine MM1 of 0.02 kg.m ² and a predefined value of the mechanical / electrical yields of 90%, the first selected threshold s1 is equal to approximately 1.1 kJ.

It will be noted that the first s1 and second s2 thresholds (which are associated with the main (or state) pp parameter used) can also be chosen as a function of at least one auxiliary parameter pa of the vehicle V.

For example, each auxiliary parameter pa can be chosen from the current speed of the vehicle V, the current slope of the portion of the lane on which the vehicle V is traveling, the current weight of the vehicle V, the transverse acceleration in course of vehicle V, the current longitudinal acceleration of vehicle V, weather information, the altitude at which vehicle V is located, and a current operating mode of vehicle V. For example, the current operating mode of the vehicle V can be chosen from a selection of a four-wheel drive mode, a selection of a sport driving mode, and placement in at least one predefined state of a device for assisting a driver of the vehicle V (possibly ADAS (“Advanced Driver Assistance System”)).

The current values of all the aforementioned auxiliary parameters pa are easily accessible in a vehicle.

For example, each auxiliary parameter pa used can be associated with a weighting coefficient (greater or less than one) which is used to weight the first s1 and second s2 thresholds which are associated with the main (or state) parameter pp to l 'instant considered.

It will also be noted that as an option the MCT control means can be arranged so as not to temporarily prohibit a change of coupling state, if this change of coupling state relates to safe coupling / decoupling. For example, a decoupling (such as a declutching) at 130 km / h is a safe decoupling intended to protect against an overspeed of the first MM1 driving machine. In this case, the DC control device can impose, when it deems it necessary, a freezing of the coupling state or impose an opposite state only when the coupling / decoupling is unsafe, and authorizes the change of state coupling required when coupling / decoupling is safe.

It will also be noted that, as an option, the control means MCT can be arranged to at least temporarily prohibit a change in coupling state of the first coupling means MC1 when, in addition, a predefined condition relating to a running mode of the vehicle V is fulfilled (or satisfied). For example, the current operating mode of the vehicle V can be chosen from a selection of a four-wheel drive mode, a selection of a sporty driving mode, and placement in at least one predefined state of a device for assisting a driver of vehicle V (possibly of the ADAS type). This option is for example intended to prevent one going into two-wheel drive mode even when one needs to maintain a four-wheel drive mode, or else to prevent one going into automatic or economical driving mode even when the driver has selected the sporty driving mode.

The invention improves overall comfort (driving and comfort) while respecting safety needs.

Claims (10)

1. Device (DC) for controlling the coupling / decoupling of a non-thermal motor machine (MM1), via coupling means (MC1), to a train (T1) of a vehicle (V) further comprising energy storage means (MS1) suitable for supplying energy to at least said motor machine (MM1), characterized in that it comprises control means (MCT) arranged to prohibit at least temporarily a decided change of state of coupling of said coupling means (MC1) when a value of a main parameter representative of a current state of said energy storage means (MS1) is less than a first threshold chosen as a function of said main parameter or to force a change state of coupling of said coupling means (MC1) when said value of the main parameter is less than a second threshold chosen as a function of said main parameter. 2. Device according to claim 1, characterized in that said main parameter, representative of the current state of said energy storage means (MS1), is chosen from an energy available in said energy storage means (MS1) ), energy recoverable by said energy storage means (MS1), discharge power from said energy storage means (MS1), charging power from said energy storage means (MS1), and a temperature internal of said energy storage means (MS1). 3. Device according to claim 1 or 2, characterized in that said first and second thresholds are chosen as a function, in addition, of at least one auxiliary parameter of said vehicle (V). 4. Device according to claim 3, characterized in that each auxiliary parameter is chosen from a speed in progress of said vehicle (V), a slope in progress of a portion of taxiway on which circulates said vehicle (V), a current weight of said vehicle (V), current transverse acceleration of said vehicle (V), current longitudinal acceleration of said vehicle (V), weather information, an altitude at which said vehicle (V) is located, and a mode during operation of said vehicle (V). 5. Device according to one of claims 1 to 4, characterized in that said control means (MCT) are arranged so as not to prohibit a change of coupling state, if this change of coupling state relates to a coupling / safe decoupling. 6. Device according to one of claims 1 to 5, characterized in that said control means (MCT) are arranged to at least temporarily prohibit said change of coupling state when in addition to a predefined condition, relating to a mode during operation of said vehicle (V), is fulfilled. 7. Device according to one of claims 1 to 6, characterized in that said control means (MCT) are arranged to temporarily prohibit said change of coupling state of the coupling means (MC1) for a duration less than a third predefined threshold. 8. Vehicle (V) comprising a transmission chain comprising a non-thermal drive machine (MM1) capable of being coupled to a train (T1) via coupling means (MC1), and energy storage means ( MS1) suitable for supplying energy to said first driving machine (MM1), characterized in that it further comprises a control device (DC) according to one of claims 1 to 7. 9. Vehicle according to claim 8, characterized in that said driving machine (MM1) is chosen from an electric motor, a hydraulic machine, a pneumatic machine and a flywheel. 10. Vehicle according to one of claims 8 and 9, characterized in that it comprises at least one other driving machine (MM2, MM3) suitable for being coupled to another train (T2) via other coupling means ( MC2, MC3).