WO2006030147A1

WO2006030147A1 - Method for producing a control instruction adaptable to a brake situation for a transmission device of a motor vehicle power train and corresponding device

Info

Publication number: WO2006030147A1
Application number: PCT/FR2005/050713
Authority: WO
Inventors: Frédéric Roudeau; Vincent Vermuse
Original assignee: Renault S.A.S.
Priority date: 2004-09-10
Filing date: 2005-09-06
Publication date: 2006-03-23
Also published as: FR2875203B1; FR2875203A1

Abstract

The invention relates to a control device for the automated transmission of a motor vehicle power train which is able to deliver a torque set signal applicable to the vehicle wheels and having two static (Cs) and dynamic (Cd) components which are set according to input data which is supplied by an input unit (1) and comprises a recorded list of parameters representing the driver's will, the motor vehicle state and the environment thereof. The inventive device comprises a first unit (11) for computing the dynamic component of a gross torque (Cd_gross), a second unit (15) for computing the static component of a gross torque (Cs_gross), wherein said second unit is connected to the output of the first unit (11), a unit for adaptation to a brake situation (17) producing the static component of the torque adapted to said braking situation (Cs_brake) according to the list of input predetermined parameters.

Description

Process for producing a control setpoint adapted to a braking situation for a device for transmitting a power unit of a motor vehicle and corresponding device

The present invention relates to a control method of a transmission device of a motor-drive unit of a motor vehicle in a so-called braking situation. It also relates to a device implementing such a control method. This method is advantageously applied to automated transmission devices including the so-called Impulse Control Boxes BCI, automatic control boxes called BVA and Robotic Gearboxes called BVR, but also the continuous-speed transmissions such as CVT ("Continuous Variable Transmission "in English), the IVT (" Infinitely

Variable Transmission "in English) and hybrid transmissions.

An automated transmission of a motor vehicle conventionally comprises a control unit receiving one or more input parameters interpreting, among others, the will of the driver.

Then, depending on the value of these parameters, the control unit delivers a control setpoint for the wheels of the motor vehicle.

An evolution of such a control block has already been described in document FR-A-2827339, in the name of the Applicant. This document details a device for controlling the operating point of a powertrain. The control carried out by this device is a torque control applied to the wheels of the motor vehicle. As defined in the document FR-A-2827339, the value of the torque to be applied to the wheels of the motor vehicle, is calculated directly at the wheels of the motor vehicle.

The device of FR-A-2827339 has a driver interpretation module called IVC module.

The IVC module generates a torque setpoint to be applied to the wheels for an OPF operating point optimization block. The latter transmits said torque for a torque control applied to the wheels of the motor vehicle. The OPF block simultaneously generates a motor speed setpoint from said torque applied to the wheels of the motor vehicle. This torque setpoint is determined to be applied to the wheels of the motor vehicle according to the will of the driver, the characteristics of the motor vehicle and its environment, in order to better adapt the behavior of the motor vehicle, according to the driving situations.

In a braking situation, that is to say when activating the brake pedal of the motor vehicle, it is essential to adapt the torque setpoint applicable to the wheels of the motor vehicle, so as to offer a comfort of optimal driver behavior and a sound control of the power train unit. This adaptation must be performed during the braking phase but also during re-acceleration, after said braking phase.

For example, for a motor vehicle equipped with an automatic transmission, to operate the brake pedal, the driver must release the accelerator pedal. The automatic gearbox that was previously on a given gear, then passes directly to the higher gear because of the conventional pass laws of an automatic gearbox. It thus deprives the motor vehicle of engine braking. The shift to higher gear then causes an unpleasant sensation of loading the motor vehicle. In order to cause the shift to the lower gear, the driver must push the accelerator pedal as much as possible, to benefit from the downshift function for re-acceleration, known as the "kick-down" function.

In the state of the art, US Pat. No. 5,514,051, filed by Porsche, discloses a method of adjusting driving parameters of the motor vehicle according to predefined parameters corresponding to a normal driving situation. When the motor vehicle is in a particular state, a braking state for example, a computer detects the deviation from the normal driving situation and adjusts the driving parameters accordingly. This method is intended for motor vehicles equipped with an automatic transmission. Document EP 0 280 757 also discloses a method for maintaining the engine brake before re-acceleration in the context of motor vehicles equipped with a gearbox. continuous variations called CVT box. A device can block a change of transmission to reduction in order to benefit from additional engine braking.

In the document FR-2 765 652 in the name of the Applicant, it is proposed to provide a device for controlling the downshifts braking situation for motor vehicles having a gear ratio reports. This control makes it possible to go directly to a lower gear if a particular operating speed is detected, for example a braking situation, and then blocks the lower gear as long as the particular gear is detected. Finally, document FR-2 834 939 is known in the name of

Applicant, a device that allows to pre-position the operating point of the powertrain in a braking situation for example. This provides a reserve of torque for re-acceleration at the braking phase output. The command setpoint is calculated in motor torque.

The present invention aims to overcome the aforementioned drawbacks. The principle of the invention consists in providing an adaptation of the torque setpoint to be applied to the wheels of the motor vehicle in order to improve the behavior of the motor vehicle under braking conditions. The invention further provides a torque reserve applicable to the wheels of the motor vehicle to assist in the recovery after each braking phase. This adaptation is directly applicable to the torque calculated at the level of the wheel as defined above, which allows greater accuracy in the corrections made.

In addition, the adaptation proposed by the invention is capable of operating with any type of automatic transmission.

For this purpose, the invention proposes a method for controlling an automated transmission of a motor-drive unit for a motor vehicle. It comprises a step of developing a torque setpoint to be applied to the wheel, composed of two static and dynamic components elaborated as a function of input data representative of the characteristics of the motor vehicle, of the will of the driver and the driver. environment of the motor vehicle. The static torque component applicable to the wheels of the motor vehicle is adapted to the braking phase and beyond said braking phase, according to a list of parameters predetermined, said braking phase adaptation comprising the following steps: producing a dynamic torque component representative of the driver's will as a function of predetermined input parameters, then correcting it to obtain a dynamic torque component, determining a static component of gross torque from said dynamic torque component, calculating a static torque component adapted to a braking situation, as a function of said static torque component.

This method makes it possible to generate a torque setpoint for the wheels adapted to a braking situation and beyond said braking phase. The proposed solution allows the motor vehicle to have a sufficient reserve of torque to allow the resumption of acceleration at the end of the braking phase. In addition, this method confers a higher engine braking on the motor vehicle in a braking situation and thus makes it possible for the passengers to avoid the feeling of boarding. Preferably, said static torque component adapted to a braking situation is integrated with additional corrections, depending on the driving phase considered, in order to deliver an optimal static torque component.

According to one embodiment, it is possible to adapt the setpoint in the braking phase and beyond the braking phase as a function of the deceleration of the motor vehicle.

According to one mode of implementation, it is possible to adapt the setpoint in the braking phase and beyond the braking phase as a function of the speed of the motor vehicle. According to one mode of implementation, it is possible to adapt the setpoint in the braking phase and beyond the braking phase as a function of the instantaneous maximum torque applicable to the wheels of the motor vehicle.

According to one mode of implementation, it is possible to adapt the setpoint in the braking phase and beyond according to a signal representative of the position of the brake pedal of the motor vehicle. According to a preferred embodiment, the step of calculating a static torque component adapted to a braking situation advantageously comprises the following steps:

constructing a first step signal intended to maintain the correction during the braking phase, and a second signal intended to gradually attenuate the correction during the braking phase, comparing and integrating said second signal with a list of predetermined input parameters comprising the static component. gross torque, instantaneous maximum torque applied to the wheel, the speed of the motor vehicle and the deceleration of the motor vehicle.

The subject of the invention is also a device for controlling an automated transmission of a motor-driven power unit for a motor vehicle capable of delivering a torque reference signal to be applied to the wheels of the motor vehicle, comprising two static and dynamic components developed in input data function provided by an input block, said input data comprising a stored list of parameters representative of the driver 's will, the state of the motor vehicle and the environment of the motor vehicle. The device comprises: a first block capable of calculating a dynamic torque component without adaptation to a braking situation, a second block capable of calculating a static torque component, said second block being connected to the output of said first block, a block adaptation to the braking situation delivering a static torque component adapted to the braking situation according to a list of predetermined input parameters. According to one embodiment, the device may comprise means capable of providing additional corrections to said dynamic component of gross torque and to said static component of gross torque.

According to one embodiment, the control device may comprise means able to integrate the static torque component adapted to a braking situation with additional corrections depending on the driving phase considered. The list of predetermined parameters of the adaptation block to the braking situation advantageously comprises signals representative of the static component of gross torque, the instantaneous maximum torque applicable to the wheels of the motor vehicle, the speed of the motor vehicle, the deceleration of the motor vehicle, and representative signals of the brake pedal of the motor vehicle.

According to one embodiment, the block for adapting to the braking situation of the static torque component may comprise: a module adapted to construct a first step signal intended to maintain the correction in the braking phase, and a second signal intended to gradually attenuating the correction beyond the braking phase, means capable of storing a first map to provide a weighting instruction as a function of the speed of the motor vehicle, means able to memorize a second map to calculate a percentage. the difference between the maximum instantaneous torque applicable to the wheels of the motor vehicle and the static torque component, as a function of the deceleration of the motor vehicle, means for comparing and integrating the second signal intended to progressively attenuate the correction in braking phase, with signals representative of the raw static component of torque, the instantaneous maximum torque applicable to the wheels of the motor vehicle, the speed of the motor vehicle and the deceleration of the motor vehicle. Other advantages and characteristics of the invention will appear on examining the detailed description of an embodiment of the invention, which is in no way limitative, and the attached drawings, in which: FIG. 1 is a block diagram of a example of embodiment of a module IVC integrating the adaptation of the setpoint in the braking phase, FIG. 2 represents more precisely an exemplary embodiment of a detail of the diagram of FIG. FIG. 3 illustrates an example of the signals delivered by a block of the diagram represented in FIG. 2.

FIG. 1 shows the integration of the device for adapting the torque setpoint to be applied to the wheels of the motor vehicle during the braking phase, in the automated transmission of the motor vehicle (not shown). .

This device comprises two blocks 1 and 2, respectively an input block 1 and a module 2 IVC.

The function of the input block 1 is to supply the input parameters to module 2 for setting the torque setpoint to be applied to the wheels of the motor vehicle during the braking phase. Block 1 receives as input signals delivered by sensors integrated into the motor vehicle (not shown).

These input data, transmitted to module 2 by block 1, can be respectively delivered to each functional block included in this module 2.

The input block 1 comprises three modules 3, 4 and 5. Each of these three modules delivers to the module 2 a predetermined type of input data. A first module 3 noted CarV is able to develop the data concerning the characteristics of the motor vehicle. These are programmed and stored in a common memory device (not shown). These data are defined by the manufacturer of the motor vehicle to characterize the behavior of the motor vehicle.

A second module 4 noted HMI (human / machine interface) is capable of developing data concerning the will of the driver. These data interpret the wishes of the driver. They may comprise, for example, signals representative of the brake or acceleration pedal of the motor vehicle or a signal representing the sportiness of the driver.

A third module 5 ENV is able to develop signals concerning the environment of the motor vehicle. The latter make it possible to take into account the state of the motor vehicle and its situation in the environment. They include, for example signals corresponding to the engine speed of the motor vehicle, the speed of the motor vehicle, or the current deceleration of the motor vehicle, particularly in a braking situation. The signals delivered by the three modules 3, 4 and 5 are developed from the signals from the sensors integrated in the motor vehicle (not shown).

These three modules 3, 4 and 5 are respectively connected to the module 2 IVC via the connections 6, 7 and 8.

The module 2 IVC, described in the document FR-A-2 827 339, in the name of the Applicant, represents a block capable of generating a torque setpoint to be applied to the wheels of the motor vehicle by interpreting the will of the driver. The module 2 receives as input the input parameters produced by the block 1 and outputs the dynamic components Cd (or Dynamic torque setpoint) and static Cs (or static torque setpoint) of the torque setpoint to be applied to the wheels of the motor vehicle. The two setpoints are respectively transmitted via the connections 9 and 10. The setpoints Cd and Cs supply an optimization module OPF, described in document FR-A-2 827 339, for determining the optimum engine speed of the engine. thermal powertrain.

The dynamic torque setpoint Cd is the value of the torque that the driver wishes to see realized instantly. The static torque setpoint Cs is defined as the dynamic-target torque that the driver could request and that the powertrain should make immediately available at the wheels of the motor vehicle. The set point Cs evolves slowly. Indeed, it is not intended to respond to an immediate request from the driver. It must reflect a tendency imposed by the behavior of the driver for a predetermined period. In other words, the torque Cs corresponds to the torque value applicable to the wheels of the motor vehicle that the driver would like to obtain by recharging the accelerator pedal of the motor vehicle.

According to the invention, the module 2 comprises three functional blocks 11, 15 and 17.

The first functional block is a block 11 (Cd calculation without adaptation) capable of calculating a dynamic torque setpoint without adaptation denoted Cd_brut. This setpoint Cd_brut is calculated in particular from signals representative of the position of the accelerator pedal of the motor vehicle, the speed of the engine of the motor vehicle and the speed of the motor vehicle; these signals being delivered by the input block 1. By convention, in forward movement, the torque Cd takes a negative value to decelerate the motor vehicle.

The reference Cd_brut can undergo additional corrections, for example an adaptation of the setpoint in a slope situation. For this, the setpoint Cd_brut is transmitted via the connection 12 to a corrective block 13 noted Corrl, which outputs the setpoint Cd.

The second functional block is a block 15 (Calculation of Cs without adaptation) which is capable of calculating a static torque setpoint

Cs_brut without special adaptation. The setpoint Cs_brut is built from the dynamic torque Cd, from the corrective block 13 and transmitted by the connection 14. In addition, the setpoint Cs_raw is calculated according to parameters such as the sportiness of the driver for example; this parameter can be calculated from the signal representative of the position of the acceleration pedal of the motor vehicle, delivered by the input block 1.

The setpoint Cs_brut is delivered, via the connection 16 to the third functional block 17 integrated in the module 2, which is the block for adaptation to a braking situation. Block 17

(Braking adaptation) has the function of developing, from the setpoint Cs_brut, a torque setpoint applicable to the wheels of the motor vehicle, adapted to the braking situation Cs_frein. In the case where the vehicle is moving forward, the setpoint Cs_brut is positive. The setpoint Cs_frein delivered by the block 17 gives the possibility of improving the operating point of the powertrain unit of the motor vehicle. Indeed, the operating point will allow to pre-position the value of the engine speed to a value anticipating the will of the driver. Block 17 will be described in more detail below.

In parallel with the adaptation to the braking situation, the setpoint Cs_brut can undergo other corrections, for example in cornering or slope situations. These additional corrections are made respectively by the two corrective blocks 18 Corr2 and 19 Corr3. The Cs_brut setpoint is transmitted to them at the blocks 18 and 19 by the respective connections 20 and 21.

The three blocks 17, 18 and 19 deliver their output instructions to block 22 denoted max. Block 18 delivers its instruction to block 22 by a connection 23, the block 17 by a connection 24 and the block 19 by a connection 25.

Block 22, placed at the output of blocks 17, 18 and 19, arbitrates the various corrections made by these three blocks. Indeed, the Cs instruction may include both adaptation braking and cornering adaptation for example. Block 22 then delivers an output setpoint Cs integrating the various corrections made.

Referring now to Figure 2. This figure details the block 17 realizing the adaptation of the setpoint Cs_raw in braking phase.

The block 17 receives various input parameters such as the speed of the motor vehicle noted Vveh, the signal representative of the brake pedal noted Brake, and the current deceleration rated Gammal. The current deceleration of the motor vehicle can be measured by an accelerometer integrated in the motor vehicle, but also calculated from the speed of the motor vehicle. All these input parameters come from input block 1, shown in FIG. 1, and delivered to the various blocks included in module 2.

Block 17 also receives Cs_brut from block 15 (calculation of Cs without adaptation), as well as the component Cmax which is the maximum torque applicable to the wheels of the motor vehicle, which the powertrain can supply to the wheels of the motor vehicle. This component Cmax is produced using a registered table (not shown) which is addressed, in a preferred embodiment, according to the speed of rotation measured at the wheel of the motor vehicle. The value Cmax dynamically evolves according to the speed of the motor vehicle.

Block 17 comprises several functional blocks for constructing the setpoint Cs_frein. In the first place, the block 17 comprises a subtractor 30, whose role is to make the difference between the component Cmax, delivered via the connection 31, and the setpoint Cs_brut delivered by the connection 32. The difference, noted DeltaC is delivered at the output of the subtractor 30 via a connection 33. A map 34 (Carto ActionVeh) is placed parallel to the subtractor 30, and receives as input the speed of the motor vehicle Vveh via a connection 35. 34 develops a weighting denoted ActionVveh, taking values between "0" and "1" and delivered by the connection 36. The map 34 is activated, that is to say that the values of ActionVveh are strictly less than "1", only when the speed of the motor vehicle is below a predetermined threshold. The signal ActionVveh makes it possible to cancel the correction in the braking phase from a suitable threshold, determined by the map 34. The ActionVveh signal then ensures a gradual disappearance of the filtering as a function of the variation of the speed of the motor vehicle.

A second map 37 (Carto PourcDelta) located parallel to the block 30, receives as input, via a connection 38, a current deceleration value denoted Gammal. Mapping 37 outputs, through connection 39, a variable noted PourcDeltabrut. This variable is a gross percentage of the difference between the Cs_brut setpoint and the C_max component. This difference between the setpoint Cs_brut and the component C_max is the DeltaC variable, which was calculated by the block 30.

A block 40 (Gel PourcDelta) located at the output of block 37 has the function of updating the PourcDeltabrut percentage during the braking period or freezing it out of the braking period. To do this, the block 40 receives as input the variable PourcDeltabrut by the connection 39 and the signal representative of the position of the brake pedal, brake, by a connection 41. The block 40 outputs a variable noted PourcDeltaGel by a connection 42, this PourcDeltaGel variable representing the percentage PourcDeltabrut frozen or updated. A block 43 (Construction of signals Brake_ret and Brake_fil) builds two signals Brake_fil transmitted at the exit by a connection 44 and Brake_ret transmitted at the exit by a connection 45. These two signals Brake_fil and Frein_ret are built starting from the speed of the motor vehicle Vveh, transmitted by a connection 46 and the signal representative of the position of the brake pedal of the motor vehicle, transmitted by a connection 47.

The variation of the two signals Brake_fil and Brake_ret is represented in Figure 3 as a function of time. It is considered that the signal Brake is a step taking the value "1" between tO and tl (the brake pedal is activated) and "0" otherwise (the brake pedal is inactivated). The signal Frein_ret makes it possible to maintain the correction between tl and t3, ie during a total duration equal to Duration_gel + Duration_decrem, after the disappearance of the signal Brake in tl. The signal Brake_fil allows as for him, to gradually fade the effect of the correction. Thus, the signal Frein_fil takes the value "1" in tO up to t2 and then decreases gradually, for example in the form of a linear ramp, between t2 and t3, or for a Duration duration_decrem. The two variables Duration_gel and Duration_decrem are two variables calibrated by the manufacturer. They may represent a duration, as in the example of Figure 3, or a distance traveled by the motor vehicle (by integrating the speed of the motor vehicle).

Referring again to FIG. 2, the signal Brake_fil is transmitted to a first multiplier 48 via connection 44. The multiplier

48 is located at the output of the block 43. It receives the signals ActionVveh and PourcDeltaGel respectively by the connections 36 and 42. The signal PourcDelta resulting from the multiplication of the three input signals, Wire_brake, ActionVveh and PourcDeltaGel, represents the percentage of the variation. torque to be applied to the wheels of the motor vehicle that one really wants to apply.

A second multiplier 49 is placed at the output of the first multiplier 48. The multiplier 49 receives the variable PourcDelta calculated previously and transmitted by a connection 50. The multiplier 49 receives, via the connection 33, the variable DeltaC delivered by the block 30. By multiplying the two variables PourcDelta and DeltaC, the multiplier 49 outputs, via a connection 51, the signal DeltaC_frein which represents the additional quantity (in algebraic value) of torque applicable to the wheels of the motor vehicle which it is desired to be able to apply in phase of braking and beyond.

An adder 52 located at the output of the multiplier 49 receives as input the aforementioned variable DeltaC_frein, via the connection 51, as well as the torque Cs_brut, by a connection 53. From the sum of the two signals DeltaC_frein and Cs_brut, the setpoint Cs_frein_calculated, which results is the static torque intended to be applied to the wheels of the motor vehicle during the braking phase and beyond.

A selector 54 is placed at the output of the adder 52. The multiplexer 54 receives as input the setpoint Cs_frein_calculé, transmitted by a connection 55 and the torque setpoint Cs_brut transmitted by a connection 56. The selector 54 also receives a control signal which is the signal Frein_ret elaborated by the block 43, transmitted by the connection 45. According to the control signal Frein_ret, the selector 54 is able to deliver an output signal corresponding to one or the other of these input signals.

Depending on the value of Frein_ret, the selector 54 is in one of the configurations shown in FIG. 2. If "Brake_ret = O", the correction in the braking phase is not applied.

The selector 54 establishes a connection between the input where the signal Cs_brut is transmitted and its output terminal in order to deliver the setpoint Cs_raw at the output. If "Vir_ret = 0", the motor vehicle is in a second configuration where the driver operates where has just actuated the brake pedal. The torque setpoint to be applied to the wheels comprising the correction calculated for a braking situation is then delivered. The selector 54 establishes a connection 58 between the input where the Cs_frein_calculated signal is transmitted and its output, in order to deliver the setpoint Cs_frein_calculated at the output. This is applied as long as the command signal Brake_ret is equal to "1".

The static component Cs of torque thus increased, by the Delta_C_frein component, brings several advantages in a braking situation and beyond. It makes it possible to pre-position the power unit on an operating point, thus offering a larger reserve of torque applicable to the wheel of a motor vehicle, which enables the motor vehicle to accelerate more rapidly after the braking phase. case of request. Indeed, to obtain the torque reserve applicable to the motor vehicle wheel, the power unit is positioned on an operating point engine speed (developed according to the torque setpoint to be applied to the wheel of the motor vehicle) higher than it would have been without this increased demand. This results in a known acoustic effect of the driver during downshifts in the braking phase and above all, it prevents the engine speed to descend rapidly to low values in the braking phase, which the driver is not used to.

Claims

1. A method for controlling an automated transmission of a powertrain for a motor vehicle comprising a step of developing a torque setpoint to be applied to the wheel, composed of two static (Cs) and dynamic (Cd) components. ) developed on the basis of input data representative of the characteristics of the motor vehicle, the will of the driver and the environment of the motor vehicle, characterized in that the static component (Cs) of torque applicable to the wheels of the motor vehicle is the object of an adaptation in the braking phase and beyond said braking phase, according to a list of predetermined parameters, said adaptation in the braking phase comprising the following steps: producing a dynamic component of gross torque ( Cd_brut) representative of the will of the driver according to predetermined input parameters, then correct it to obtain a dynamic component e of torque (Cd), determining a static torque component (Cs_brut) from said dynamic torque component (Cd), calculating a static torque component adapted to a braking situation (Cs_frein), as a function of said component static raw torque (Cs_brut).

2. Method according to claim 1, characterized in that one integrates said static torque component adapted to a braking situation (Cs_frein) with additional corrections, depending on the driving phase considered, in order to deliver a static component. optimum torque (Cs).

3. Method according to any one of the preceding claims, characterized in that one adapts the setpoint in the braking phase and beyond the braking phase according to the deceleration of the motor vehicle (Gammal).

4. Method according to any one of claims 1 to 3, characterized in that one adapts the setpoint in the braking phase and beyond the braking phase as a function of the speed of the motor vehicle (Vveh).

5. Method according to any one of claims 1 to 4, characterized in that one adapts the setpoint in braking phase and beyond the braking phase as a function of the maximum instantaneous torque (Cmax) applicable to the wheels of the motor vehicle.

6. Method according to any one of claims 1 to 5, characterized in that one adapts the setpoint in the braking phase and beyond according to a signal representative of the position of the brake pedal of the vehicle. automobile (Brake).

7. Method according to any one of the preceding claims, characterized in that the step of calculating a static torque component (Cs) adapted to a braking situation comprises the following steps:

constructing a first step signal intended to maintain the correction during the braking phase (Brake_ret), and a second signal (Wire_braking) intended to progressively attenuate the correction during the braking phase; comparing and integrating said second signal with a list of parameters; predetermined input comprising the static component of gross torque (Cs_brut), the instantaneous maximum torque applicable to the wheel (Cmax), the speed of the motor vehicle (Vveh) and the deceleration of the motor vehicle (Gammal).

8. Control device for an automated transmission of a powertrain for a motor vehicle capable of delivering a torque reference signal to be applied to the wheels of the motor vehicle comprising two static components (Cs) and dynamic components (Cd) developed in input data function provided by an input block (1), said input data comprising a stored list of parameters representative of the driver 's will, the state of the motor vehicle and the environment of the motor vehicle , characterized in that it comprises: a first block (11) able to calculate a dynamic component of gross torque (Cd_brut), a second block (15) able to calculate a static component of gross torque (Cs_brut), said second block being connected to the output of said first block (11), an adaptation block to the braking situation (17) delivering a static torque component adapted to the braking situation (Cs_ brake) according to a list of predetermined input parameters.

9. Control device according to claim 8, characterized in that it comprises means (Corrl, Corr2, Corr3) adapted to provide additional corrections to said dynamic component of gross torque (Cd_brut) and said static component of torque gross (Cs_brut).

10. Control device according to claim 9, characterized in that it comprises means (max) capable of integrating the static torque component adapted to a braking situation (Cs_frein) with additional corrections depending on the driving phase. considered.

11. Control device according to any one of claims 8 to 10, characterized in that the list of predetermined parameters of the braking situation adaptation block comprises signals representative of the static component of gross torque (Cs_brut). , the maximum torque (Cmax) applicable to the wheels of the motor vehicle, the speed of the motor vehicle (Vveh), the deceleration (Gammal) of the motor vehicle, and signals representative of the brake pedal of the motor vehicle (Brake).

12. Control device according to any one of claims 8 to 11, characterized in that the block for adaptation to the braking situation (17) of the static torque component (Cs_brut) comprises: a module adapted to constructing a first step signal (Brake_ret) intended to maintain the correction in the braking phase, and a second signal (Wire_brake) intended to gradually attenuate the correction beyond the braking phase, means able to memorize a first mapping (34). ) for delivering a weighting instruction (ActionVveh) as a function of the speed of the motor vehicle (Vveh), - means capable of storing a second mapping (37) to calculate a percentage (PourcDeltabrut) of the difference (DeltaC) between the maximum torque (Cmax) instantaneous applicable to the wheels of the motor vehicle and the static component of gross torque (Cs_brut), depending on the deceleration of the motor vehicle (Gammal), means for comparing and integrating (max) said second signal (wire brake) for gradually attenuating the correction in the braking phase, with signals representative of the gross static torque component (Cs_brut), the instantaneous maximum torque (Cmax) applicable to the wheels of the motor vehicle, the speed (Vveh) of the motor vehicle and the deceleration (Gammal) of the motor vehicle.