FR3100509A1 - CHECKING THE THERMAL START-UP TORQUE THRESHOLD OF A HYBRID POWERTRAIN UNIT OF A VEHICLE ON A ROUTE - Google Patents

Abstract

A control method is implemented in a vehicle comprising a first thermal drive machine and a second non-thermal drive machine and supplied with energy by an energy storage device. This method comprises a step (10-60) in which a subdivision of the path of the vehicle into parts associated with different average traffic speeds and percentages in this path is determined, then the energy required to complete the journey is determined using the second driving machine as a function of these associated parts and percentages, then depending on whether the energy required is lower or higher than the available energy, a first or second starting torque threshold of the first driving machine is used, which promotes movement of the vehicle by means of the second prime mover or by means of the first prime mover. Figure to be published with the abstract: Fig. 2

Description

CHECKING THE THERMAL STARTING TORQUE THRESHOLD OF A VEHICLE'S HYBRID POWERTRAIN ON A TRIP

Technical field of the invention

The invention relates to vehicles comprising a hybrid powertrain, and more specifically the control of the starting torque threshold of the thermal engine of the powertrain during a journey.

“Hybrid powertrain” is understood here to mean a powertrain (or GMP) comprising a first thermal driving machine and a second non-thermal driving machine and using energy stored in an energy storage device during travel. Furthermore, here the term "driving machine" means a machine arranged to provide or recover torque to move a vehicle, either alone or in addition to at least one other thermal or non-thermal driving machine. A non-thermal prime mover can, for example, be an electric machine (or motor), a hydraulic machine, a pneumatic (or compressed air) machine, or a flywheel. A heat motive machine may, for example, be a heat engine. When the non-thermal prime mover is an electric machine, the energy storage device is a rechargeable battery.

State of the art

Some vehicles include a hybrid powertrain in which the first prime mover (thermal) and/or the second prime mover (non-thermal) can be operated in order to move them on a route.

The second driving machine being less polluting than the first driving machine, a strategy is implemented in a hybrid GMP vehicle intended to use the second driving machine as much as possible. To do this, a starting torque threshold of the first driving machine which is predefined, and therefore constant, is used. Currently, as long as the torque determined to move the vehicle remains below this threshold, only the second driving machine is operated, and when this determined torque becomes greater than this threshold, the first driving machine is operated as well as possibly the second driving machine.

A disadvantage of this mode of operation is that it does not guarantee that the vehicle will reach its final destination having consumed as much of the energy stored in its energy storage device as possible (up to a threshold predefined minimum). Indeed, on certain journeys the vehicle can very quickly end up with a quantity of stored energy equal to the minimum threshold, even though it is still far from its final destination, and on certain other journeys the vehicle can reach its destination. final by having a quantity of stored energy which is still (very) higher than the minimal threshold. In other words, the current mode of operation does not make it possible to converge the quantity of stored energy towards the minimum threshold (corresponding to a need for recharging), and therefore does not make it possible to optimize fuel consumption). In addition, the current mode of operation does not make it possible to keep a movement phase with the second driving machine at the end of a trip if the situation allows it (for example for urban traffic).

It has certainly been proposed, in particular in the patent document FR-A1 3005296, to take into account the determined route of a vehicle with hybrid GMP to optimize in a predictive manner the distribution of fuel and electricity consumption according to laws of battery management and state of charge. However, this solution requires complete knowledge of the route (or route), namely the succession of route sections with the average speed on each of these sections. But in practice it is unthinkable to transmit so much information from one computer to another, in a vehicle.

The aim of the invention is therefore in particular to improve the situation.

Presentation of the invention

It proposes in particular for this purpose a control method intended to be implemented in a vehicle comprising a powertrain comprising a first driving machine, thermal, and a second driving machine, non-thermal and supplied with energy by an energy storage device. 'energy.

This control method is characterized by the fact that it includes a step in which, in the presence of a determined route for the vehicle:

- a subdivision of this path is determined into at least two parts in which the average circulation speeds are different, and the percentages that these parts represent in the distance path, then

- the energy necessary to carry out this journey is determined using only the second driving machine as a function of these parts of the journey and of these determined associated percentages, then

- if this determined necessary energy is less than an energy available in the energy storage device, a first starting torque threshold of the first driving machine is used, favoring movement of the vehicle by means of the second driving machine, while if this determined necessary energy is greater than this available energy, a second starting torque threshold of the first driving machine is used which is strictly lower than the first threshold and favors movement of the vehicle by means of the first driving machine.

Thanks to the invention, as long as the total torque requested is greater than the first threshold (very high) it is requested that the second driving machine be used, and as long as the total torque requested is greater than the second threshold (very low) it is requested that the first prime mover is started.

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

- in its step one can determine a subdivision of the path into first, second, third, fourth and fifth parts;

- the first part can be associated with a first average speed of circulation lower than 30 km/h, the second part can be associated with a second average speed of circulation higher than the first average speed of circulation and lower than 50 km/h, the third part can be associated with a third average speed of circulation higher than the second average speed of circulation and lower than 70 km/h, the fourth part can be associated with a fourth average speed of circulation higher than the third average speed of circulation and less than 90 km/h, and the fifth part may be associated with a fifth average traffic speed higher than the fourth average traffic speed;

- in a first embodiment, in its step, the energy required can be determined by means of a function law of an average speed expected on the route;

- in a second embodiment, in its step, the energy required can be determined by determining each quantity of average partial energy required to cover each part of the path according to an adjustable parameter multiplied by the distance associated with this part, then adding up all these determined quantities;

- in a third embodiment, in its step, a first energy required can be determined by means of a law depending on an average speed provided on the route, and a second energy required by determining each quantity of average partial energy required to cover each part of the path according to an adjustable parameter multiplied by the distance associated with this part, then by adding all these determined quantities, then one can take as the necessary energy that which is the greater of these first and second necessary energies determined;

- in its step, the energy available can be determined by multiplying a maximum energy storable by the energy storage device at the moment in question (possibly depending on its wear) by a percentage of energy available in the latter.

The invention also proposes a computer program product comprising a set of instructions which, when it is executed by processing means, is capable of implementing a control method of the type of that presented above for controlling starts of a first thermal driving machine of a vehicle powertrain also comprising a second non-thermal driving machine and supplied with energy by an energy storage device, in the presence of a determined path for this vehicle.

The invention also proposes a control device intended to equip a vehicle comprising a powertrain comprising a first driving machine, thermal, and a second driving machine, non-thermal and supplied with energy by an energy storage device.

This control device is characterized in that it comprises at least one processor and at least one memory arranged to perform the operations consisting, in the presence of a determined route for the vehicle:

- to determine a subdivision of this path into at least two parts in which the average circulation speeds are different, and the percentages that these parts represent in the distance path, then

- in determining an energy necessary to carry out the journey using only the second prime mover as a function of these parts of the journey and of these determined associated percentages, then

- if this determined necessary energy is less than an energy available in the energy storage device, to impose the use of a first starting torque threshold of the first driving machine favoring movement of the vehicle by means of the second machine driving force, and if this determined necessary energy is greater than this available energy, to impose the use of a second starting torque threshold of the first driving machine strictly lower than this first threshold and favoring movement of the vehicle by means of the first driving machine.

The invention also proposes a vehicle, optionally of the automotive type, and comprising, on the one hand, a powertrain comprising a first driving machine, thermal, and a second driving machine, non-thermal and supplied with energy by a storage device of energy, and, on the other hand, a control device of the type presented above.

For example, the second motive machine can be an electric machine and the energy storage device can be a rechargeable battery.

Brief description of figures

Other characteristics and advantages of the invention will appear on examination of the detailed description below, and of the accompanying drawings, in which:

schematically and functionally illustrates a vehicle comprising a hybrid transmission chain and a supervision computer equipped with a control device according to the invention,

schematically illustrates an example of an algorithm implementing a control method according to the invention,

schematically illustrates within a diagram four examples of the temporal evolution of the state of charge for first (c1), second (c2) and third (c3) different journeys made by a vehicle of the prior art and for this same third journey (c4) performed by a vehicle equipped with a control device according to the invention, and

schematically and functionally illustrates an embodiment of a control device according to the invention.

Detailed description of the invention

The object of the invention is in particular to propose a control method, and an associated DC control device, intended to allow the control of the starting torque threshold of the first thermal driving machine MM1 of a hybrid powertrain (or GMP) of a vehicle V, during a determined journey.

It is recalled that the term "hybrid powertrain" is understood here to mean a powertrain (or GMP) comprising a first thermal driving machine and a second non-thermal driving machine, using energy stored in an energy storage device. energy while traveling and optionally capable of recovering energy while traveling to recharge its energy storage device.

In what follows, it is considered, by way of non-limiting example, that the vehicle V is of the automobile type. This is for example a car, as illustrated without limitation in Figure 1. But the invention is not limited to this type of vehicle. It relates in fact to any type of vehicle comprising a hybrid GMP transmission chain. Therefore, the invention relates not only to land vehicles, but also to ships and aircraft.

Schematically shown in Figure 1 is a vehicle V comprising a hybrid GMP 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 .

The hybrid GMP here comprises, in particular, a first thermal driving machine MM1, a driving shaft AM, a clutch EM, a second non-thermal driving machine MM2, a gearbox BV, an energy storage device DS, and a AT drive shaft.

The first prime mover MM1 is a heat engine comprising a crankshaft (not shown), fixedly secured to the motor shaft AM in order to drive the latter (AM) in rotation. Furthermore, this first driving machine MM1 is intended to supply a torque, here for at least a first train T1 (here of driving wheels), via the clutch EM, the second driving machine MM2 and the gearbox BV.

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

Here, the clutch EM is responsible, by way of purely illustrative example, for coupling/uncoupling the motor shaft AM (coupled to the first motor machine MM1) to/from the second motor machine MM2, on the order of the supervision computer CS, in order to communicate a torque from the torque produced by the first prime mover MM1. This EM clutch can be of any type.

The second driving machine MM2 is coupled to the energy storage device DS in order to be supplied with energy and possibly to supply the latter (DS) with energy. It is also coupled here, purely by way of illustrative example, to the output of the clutch EM, to receive the torque it transmits, and to the primary shaft AP of the gearbox BV, to supply it with power. couple. It will be noted that this second driving machine MM2 could be installed in other places of the vehicle V, and in particular it could be coupled, via suitable coupling means, to the second train T2 (here of driving wheels) of the vehicle V, in order to supplying it with the torque produced from the energy stored in the energy storage device DS. In the example illustrated without limitation in Figure 1, the second train T2 is located at the rear of the vehicle V, but in a variant it could be located at the front of the vehicle V.

In what follows, it is considered, by way of non-limiting example, that the second prime mover MM2 is an electric machine (or motor). But the invention is not limited to this type of second non-thermal driving machine. Indeed, the second driving machine can also be a hydraulic machine, a pneumatic (or compressed air) machine, or a flywheel, for example.

Due to this last (electrical) choice, the energy storage device DS is a rechargeable battery, for example of the low voltage type (typically 220 V for illustrative purposes). But this DS rechargeable battery could be medium voltage type or high voltage type.

The primary shaft AP of the gearbox BV is intended to receive the torque transmitted, here, by the second driving machine MM2.

The gearbox BV also comprises at least one secondary shaft (not shown) intended to receive torque via the primary shaft AP in order to communicate it to the transmission shaft AT to which it is coupled and which is here indirectly coupled to the wheels driving (here front) of the vehicle V via the differential D1.

It will be noted, as illustrated without limitation in FIG. 1, that the transmission chain can also comprise a starter or an alternator-starter AD coupled to the first driving machine MM1 and responsible for launching the latter (MM1) in order to allow it to start. . This launch is done using electrical energy which is, for example and as illustrated without limitation, stored in a service battery BS. The latter (BS) can be arranged in the form of a battery of the very low voltage type (for example 12 V, 24 V or 48V), and can also, for example, supply an on-board network to which electrical equipment is connected. of the vehicle V. It will be noted that the service battery BS can, as illustrated without limitation, be coupled to the energy storage device DS, when the latter (DS) is a rechargeable battery, and to the second prime mover MM2 via a CV converter of DC/DC type, in order to be able to be recharged when the second driving machine MM2 is an electric machine.

The operation of the first MM1 and second MM2 prime movers, and possibly of the clutch EM and of the gearbox BV, can be checked by the supervision computer CS.

As mentioned above, the invention proposes a control method intended to allow the control of the starting torque threshold of the first driving machine MM1 (thermal) of the hybrid GMP of the vehicle V, during a determined journey. This control method can be implemented at least partially by the DC control device of the vehicle V which comprises for this purpose at least one processor PR, for example of digital signal (or DSP (“Digital Signal Processor”)), and at least one memory MD, and therefore which can be produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”). The memory MD is live in order to store instructions for the implementation by the processor PR of at least part of the control method. The processor PR can comprise integrated (or printed) circuits, or else several integrated (or printed) circuits connected by wired or wireless connections. By integrated (or printed) circuit is meant any type of device capable of performing at least one electrical or electronic operation.

In the example illustrated without limitation in FIG. 1, the control device DC is part of the supervision computer CS. But this is not mandatory. This control device DC could indeed be an item of equipment comprising its own computer and coupled to the supervision computer CS, directly or indirectly.

As illustrated without limitation in FIG. 2, the control method, according to the invention, comprises a step 10-60 which begins in a sub-step 10 when a route has been (or has just been) determined for the vehicle v.

For example, this route may have been determined by a navigation aid device DAN which is on board the vehicle V, as a function of an arrival point (or destination) and any starting point (or origin ) and intermediate point(s). Such a DAN navigation aid device can be fitted to the vehicle V permanently (as illustrated without limitation in FIG. 1) or temporarily (for example because it is mobile equipment or it is part of an intelligent communication equipment carried by a passenger of the vehicle V).

In a sub-step 20 of step 10-60, one (the control device DC) determines a subdivision of the determined path into at least two parts pj in which the average circulation speeds are different, and the percentages that these represent. pj parts in the distance path. It will be understood that we are talking here about percentages of kilometers. Furthermore, it will be understood that a part pj of a path is a set of at least one portion of this path with which a particular average speed of circulation is associated. Consequently, these parts pj do not necessarily correspond to successive path portions (generally portions of different parts pj follow each other, and therefore the path portions of a part pj are generally distributed over the entire path).

Then, in a sub-step 30 of step 10-60, one (the control device DC) determines an energy e1 necessary to perform the determined path using only the second prime mover MM2 as a function of the parts pj of this path and associated percentages which have just been determined.

Then, in a sub-step 40 of step 10-60, one (the control device DC) compares the energy required e1 determined with an energy e2 which is available in the energy storage device DS at the instant considered.

If this determined necessary energy e1 is less than an energy e2 available in the energy storage device DS (i.e. e1 <e2), a first torque threshold s1 is used in a sub-step 50 of step 10-60 starting of the first driving machine MM1 which promotes the movement of the vehicle V by means of the second driving machine MM2. In other words, a very high first threshold s1 is used to promote the use of the second driving machine MM2. Thus, as long as the total torque requested by the driver and possibly by at least one computer of the vehicle V is greater than this very high value (s1), it is requested that the first prime mover MM1 be started.

On the other hand, if the determined energy required e1 is greater than this available energy e2 (i.e. e1>e2), a second starting torque threshold s2 of the first driving machine MM1 which is strictly lower than the first threshold s1 and favors the movement of the vehicle V by means of the first driving machine MM1. In other words, a very low second threshold s2 is used to promote the use of the first motor machine MM1. Thus, as long as the total torque requested by the driver and possibly by at least one computer of the vehicle V is greater than this very low value (s2), it is requested that the first prime mover MM1 be started.

It will be understood that it is the control device DC which determines the first s1 or second s2 threshold and which imposes the use of this first s1 or second s2 threshold by the supervision computer CS.

The advantage procured by the implementation of the invention appears clearly on the time evolution diagram of the state of charge ec of an energy storage device of a vehicle of the prior art (curves c1 to c3) and of the vehicle V (equipped with a DC control device) of FIG. 3. In this diagram, the first c1, second c2 and third c3 curves correspond respectively to first, second and third different journeys carried out by a vehicle of the prior art, and the fourth curve c4 corresponds to this same third journey made by the vehicle V. The reference eci designates the initial state of charge of the energy storage device, and the reference ecf designates the state final charge of this same energy storage device towards which one tends at the end of a determined journey.

During the first (c1) and second (c2) journeys the final state of charge ecf is not reached, which means that there is energy left in the energy storage device at the end of the journey. We could therefore have used this energy and consumed less fuel, which means that consumption is not optimal.

During the third trip (c3) of the prior art, the final state of charge ecf is reached very early, and therefore the last half of the trip was carried out with only the first prime mover MM1. Vehicle V therefore probably crossed urban areas without using its second prime mover MM2, which means that consumption is not optimal.

During the third trip (c4) of the invention, the final state of charge ecf is not reached until the end of the trip, and therefore the vehicle V was probably able to cross at the end an urban area with its only second machine. motor MM2. This means that the consumption is optimal.

The greater the number of parts pj resulting from the subdivision of a path, the greater the precision of the necessary energy e1 will be.

For example, in substep 20 of step 10-60 one (the control device DC) can determine a subdivision of the path into first p1, second p2, third p3, fourth p4 and fifth p5 parts (j = 1 to 5).

In this case, the first part p1 can, for example, be associated with a first average speed of circulation lower than 30 km/h, the second part p2 can, for example, be associated with a second average speed of circulation higher than the first average speed of circulation and lower than 50 km/h, the third part p3 can, for example, be associated with a third average speed of circulation higher than the second average speed of circulation and lower than 70 km/h, the fourth part p4 can, for example, be associated with a fourth average speed of circulation higher than the third average speed of circulation and lower than 90 km/h, and the fifth part p5 can, for example, be associated with a fifth average speed of circulation greater than the fourth average traffic speed.

All these different average speeds, associated respectively with the different parts pj of the path, are supplied here by the supervision computer CS.

It will be noted that in sub-step 20 of step 10-60 one (the control device DC) can determine the necessary energy e1 in at least three different ways.

In a first way, one (the control device DC) can determine the necessary energy e1 by means of a law which is a function of an average speed expected on the route. This average speed is for example determined according to the number of kilometers and the estimated duration of the trip, provided (here) by the navigation aid device DAN. For example, it is possible to use a law of the type e1=A+B*average speed+C*(average speed) ² , where A, B and C are predefined constants determined in the laboratory, for example by simulation.

In a second way, one (the DC control device) can begin by determining each average partial quantity of energy necessary to cover each part pj of the path according to an adjustable parameter, multiplied by the distance associated with this part pj, Then, one (the control device DC) can determine the necessary energy e1 by adding all these determined quantities. This adjustable parameter is, for example, the consumption per kilometer at the average speed of each part (or subdivision) pj of the trip. In other words, we multiply each quantity of average partial energy necessary to travel each part pj of the path by the distance remaining to be traveled on this part pj, and we add it all up.

In a third way, one (the control device DC) can begin by determining, on the one hand, a first necessary energy e11 by means of a function law of an average speed provided for on the path (as for the first way ), and, on the other hand, a second necessary energy e12 by determining each quantity of average partial energy necessary to cover each part pj of the path as a function of an adjustable parameter multiplied by the distance associated with this part pj, then by adding all these determined quantities (as for the second way). Then, one (the control device DC) can take as necessary energy e1 that which is the greater of the first e11 and second e12 determined necessary energies.

It will also be noted that in sub-step 20 of step 10-60 one (the control device DC) can also determine the energy available e2 by multiplying a maximum energy storable by the energy storage device DS by l instant considered by a percentage of energy available in the latter (DS). This percentage of available energy is information which is determined periodically by a computer associated with the energy storage device DS, and therefore which is easily accessible. For example, the maximum energy that can be stored by the energy storage device DS at the instant considered can be a function of the wear of the latter (DS).

It will also be noted that in the sub-steps 50 and 60 of step 10-60 the control device DC can use first s1 and second s2 thresholds which are predefined (determined in the laboratory or in the factory) or which it calculates in real time, for example according to torques usually observed during certification runs.

It will be noted, as illustrated without limitation in FIG. 4, that the control device DC can also comprise, in addition to its random access memory MD and its processor PR, a mass memory MM, in particular for storing data defining the path and its various parts pj and various associated percentages and average circulation speeds, any maximum energy storable by the energy storage device DS and percentage of energy available in the latter (DS), and intermediate data intervening in all its calculations and processing. Furthermore, this DC control device can also comprise an input interface IE for receiving at least the data defining the path and its various parts pj and various percentages and various associated average circulation speeds, and the possible maximum energy storable and percentage of energy available to use them in calculations or processing, possibly after having formatted and/or demodulated and/or amplified them, in a manner known per se, by means of a digital signal processor PR′. Moreover, this control device DC can also comprise an output interface IS, in particular for delivering orders, commands and messages, and in particular the first s1 or second s2 threshold to be used, at least for the supervision computer CS.

It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when it is executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR, is able to implement the control method described above to control starts of the first driving machine MM1 of the hybrid GMP of the vehicle V.

It will also be noted that one or more sub-steps of the control process step can be carried out by different components. Thus, the control method can be implemented by a plurality of digital signal processors, random access memory, mass memory, input interface, output interface.

The invention allows the driver of the vehicle V (or a possible driving assistance device fitted to the latter (V) and responsible for driving it in an automated (or autonomous) manner) to optimize the discharge of the storage device of DS energy and fuel consumption in order to finish the trip having consumed all of the cheapest energy (stored in DS) while retaining the possibility of finishing the trip if necessary by means of the only second machine motor MM2 (non-thermal) in the case of an arrival in an urban area.

Claims (10)

Control method for a vehicle (V) comprising a powertrain comprising a first motor machine (MM1), thermal, and a second motor machine (MM2), non-thermal and supplied with energy by an energy storage device (DS ), characterized in that it comprises a step (10-60) in which, in the presence of a determined route for the said vehicle (V), a subdivision of this route is determined into at least two parts in which average speeds of circulation are different, and of the percentages that these parts represent in said distance path, then an energy necessary to carry out said path is determined using only said second prime mover (MM2) as a function of said parts of the path and of said determined associated percentages, then if said determined necessary energy is less than an energy available in said energy storage device (DS), a first starting torque threshold of said first driving machine (MM1) is used, favoring movement of said vehicle (V) by means of of said second driving machine (MM2), while if said determined necessary energy is greater than said available energy, a second starting torque threshold of said first driving machine (MM1) is used which is strictly lower than said first threshold and favors movement of said vehicle (V) by means of said first prime mover (MM1). Method according to claim 1, characterized in that in said step (10-60) a subdivision of said path into first, second, third, fourth and fifth parts is determined. Method according to Claim 2, characterized in that the said first part is associated with a first average speed of circulation lower than 30 km/h, the said second part is associated with a second average speed of circulation higher than the said first average speed of circulation and less than 50 km/h, said third part is associated with a third average speed of circulation higher than said second average speed of circulation and lower than 70 km/h, said fourth part is associated with a fourth average speed of circulation higher than said third average speed of circulation and lower than 90 km/h, and said fifth part is associated with a fifth average speed of circulation higher than said fourth average speed of circulation. Method according to one of Claims 1 to 3, characterized in that in the said step (10-60) the said energy required is determined by means of a law depending on an average speed provided on the said path. Method according to one of Claims 1 to 3, characterized in that in the said step (10-60) the said energy required is determined by determining each quantity of average partial energy required to cover each part of the said path as a function of a parameter adjustable multiplied by said distance associated with this part, then adding all these determined quantities. Method according to one of Claims 1 to 3, characterized in that in the said step (10-60), a first energy necessary is determined by means of a law depending on an average speed provided for on the said path, and a second energy necessary by determining each quantity of average partial energy necessary to travel each part of said path as a function of an adjustable parameter multiplied by said distance associated with this part, then by adding all these determined quantities, then the energy necessary is taken as that which is the greater of said first and second determined necessary energies. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of the preceding claims for controlling starts of a first machine motor (MM1) of a vehicle powertrain (V) also comprising a second non-thermal motor machine (MM2) supplied with energy by an energy storage device (DS), in the presence of a determined path for said vehicle (V). Control device (DC) for a vehicle (V) comprising a powertrain comprising a first motor machine (MM1), thermal, and a second motor machine (MM2), non-thermal and powered by an energy storage device energy (DS), characterized in that it comprises at least one processor (PR) and at least one memory (MD) arranged to perform the operations consisting, in the presence of a determined route for the said vehicle (V), in determining a subdivision of this path into at least two parts in which average circulation speeds are different, and the percentages that these parts represent in said distance path, then to determine an energy necessary to carry out said path using only said second driving machine (MM2) as a function of said portions of the path and of said determined associated percentages, then if said determined necessary energy is less than an energy available in said energy storage device (DS), in imposing use of a first torque threshold start-up of said first driving machine (MM1) favoring movement of said vehicle (V) by means of said second driving machine (MM2), and if said determined necessary energy is greater than said available energy, to impose the use of a second starting torque threshold of said first driving machine (MM1) strictly lower than said first threshold and promoting movement of said vehicle (V) by means of said first driving machine (MM1). Vehicle (V) comprising a powertrain comprising a first driving machine (MM1), thermal, and a second driving machine (MM2), non-thermal and supplied with energy by an energy storage device (DS), characterized in that that it further comprises a control device (DC) according to claim 8. Vehicle according to claim 9, characterized in that said second prime mover (MM2) is an electric machine and said energy storage device (DS) is a rechargeable battery.