WO2018206872A1

WO2018206872A1 - Device and method for controlling the allocation of power of vehicle energy storage means

Info

Publication number: WO2018206872A1
Application number: PCT/FR2018/050967
Authority: WO
Inventors: Emmanuel COZ; Yohan MILHAU; Gaetan Rocq
Original assignee: Psa Automobiles Sa
Priority date: 2017-05-11
Filing date: 2018-04-17
Publication date: 2018-11-15
Also published as: FR3066168B1; MA49328A; EP3621862A1; FR3066168A1; CN110612239A

Abstract

A device (DC) controls the allocation of the available power of at least one energy storage means (MS1) of a vehicle (V) performing a function of supplying torque for at least one axle assembly (T1) and at least one amenity function by drawing power from the energy storage means (MS1). This device (DC) comprises control means (MCT) which, when at least the amenity function needs to be performed in parallel with the function of supplying torque, allocates to this amenity function at least a first proportion of the available power of the energy storage means (MS1), and to the function of supplying torque a second proportion of this available power that is the complement of this first proportion, even when the function of suppplying torque requires a greater amount of power than this second proportion.

Description

DEVICE AND METHOD FOR CONTROLLING THE ALLOCATION OF THE POWER OF ENERGY STORAGE MEANS OF A VEHICLE

The invention relates to vehicles which are adapted to provide a torque supply function for at least one train and at least one approval function by consuming the power of at least one energy storage means.

It will be noted that the invention concerns both the electrical energy storage means and the hydraulic or pneumatic energy storage means.

Moreover, here "amenity function" is understood to mean a function implemented by at least one equipment embedded in a vehicle and intended to make more pleasant the driving of a vehicle for its driver and / or the comfort for the passengers of the vehicle. By way of nonlimiting examples, an approval function can be an anti-torque oscillation function, a transverse transmission clearance and gearbox play function, a gearshift function, a function of starting a driving machine participating in the torque supply function, or a train coupling function.

As known to those skilled in the art, some vehicles, possibly of the automotive type, are arranged to provide a torque supply function for one or more trains (possibly wheels) and at least one approval function, by consuming the power of at least one energy storage means. For example, the torque supply function can be provided by a heat engine, possibly with the assistance of at least one piece of equipment (such as a coupling means or an electric machine or a gearshift means), and / or at least one non-thermal driving machine. Moreover, an approval function can consume either the power "directly" derived from a means of energy storage, or the power supplied by a heat engine which consumes for this purpose (in particular) power output "Directly" of a means of storing energy.

Generally in vehicles of the type of those presented above, the power of the energy storage means (or "storer") is made available to the driver regardless of the life situation and the state of the ) transmission chain (s). Therefore, the driver can request, if he wishes, the use of all available power in the storer to provide torque to the train (s) by fully depressing the accelerator pedal. which characterizes what is called the "will of the driver"). However, when such a life situation occurs, it may happen that the power still available to the storer is insufficient to properly ensure at least one approval function, and thus the delivery of the latter is degraded (which translates for example by jerks, holes or shocks), or else nonexistent, which prevents the improvement of driving pleasure and / or comfort.

The invention is therefore particularly intended to improve the situation.

It proposes in particular a control device responsible for controlling the allocation of the available power of at least one energy storage means of a vehicle which provides a torque supply function for at least one train and at least one function by consuming the power of the energy storage means.

This control device is characterized by the fact that it comprises control means which, when at least the / an approval function must be provided in parallel with the torque supply function, allocate to this approval function at least a first part of the available power of the energy storage means and the torque supply function a second part of this available power, complementary to this first part, including when the torque supply function requires a power greater than this second part.

By reserving part of the storer's available power for the approval functions, it is now certain that the latter will be able to offer at least minimal services that improve driving pleasure and / or comfort, even when will of the driver indicates a maximum power requirement for torque supply.

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

in a first embodiment in which the energy storage means stores electrical energy, the torque supply function is provided at least by a heat engine with the assistance of at least one power-consuming equipment of the energy storage means, and the / each approval function is provided from a power supplied by the energy storage means, the control means can, when at least the approval function is to be provided in parallel with an assistance of the engine, allocate to this approval function at least the first part of the available power of the energy storage means and assistance the second part of this available power;

in a second embodiment in which the torque supply function is provided at least by a non-thermal driving machine and power-consuming of the energy storage means, and the / each approval function is ensured from of a power supplied by this energy storage means, the control means may, when at least this approval function is to be performed in parallel with the torque supply function, allocate to this approval function the minus the first part of the available power of the energy storage means and the torque supply function the second part of this available power;

its control means can define the power allocation during a discharge phase of the energy storage means and during a recharging phase of the energy storage means by energy recovery in the vehicle;

its control means can define the power allocation as a function of a current state of a transmission chain of which the train is part and of the nature of the organ (s) performing at least one function accreditation.

The invention also proposes a vehicle, possibly of automotive type, providing a torque supply function for at least one train and at least one approval function by consuming the power of at least one energy storage means, and comprising a control device of the type of that presented above.

The vehicle according to the invention may comprise other features that can be taken separately or in combination, and in particular:

each approval function can be chosen from a torque anti-oscillator function, a game passing function, a gearshift function, a starting function of a driving machine participating in the torque supply function, and a train coupling function;

in a first embodiment, the energy storage means can store electrical energy and supply power to each approval function. In this case, it may comprise a heat engine participating in the torque supply function with the assistance of at least one power consuming equipment of this energy storage means, and providing power for the / each function. accreditation;

in a second embodiment it may comprise at least one non-thermal driving machine and participating in the torque supply function by consuming power from the energy storage means. In this case, each approval function can consume the power supplied by this energy storage means;

each driving machine can be selected from an electric motor, a hydraulic machine, a pneumatic machine and a flywheel.

The invention also proposes a control method for controlling the allocation of the available power of at least one energy storage means of a vehicle which provides a torque supply function for at least one train and at least one amenity function, by consuming the power of this storage means energy.

This method is characterized in that it comprises a step in which, when at least the / an approval function is to be performed in parallel with the torque supply function, this approval function is allocated at least a first part of the available power of the energy storage means and the torque supply function a second part of this available power, complementary to this first part, including when the torque supply function requires a power greater than this second part.

Other features and advantages of the invention will appear on examining the detailed description below, and the attached drawings, in which:

FIG. 1 diagrammatically and functionally illustrates a vehicle comprising a hybrid transmission chain and a supervision computer equipped with a control device according to the invention,

FIG. 2 schematically illustrates, within a first diagram, curves of temporal evolutions of the acceleration of the vehicle in the presence of a will of the driver of a maximum power (d), respectively with (c2) and without (c3) implementation of the invention, and

FIG. 3 diagrammatically illustrates, within a second diagram, curves of temporal evolution of the torque corresponding to the discharge power of a storer of the vehicle in the presence of the driver's will (d) of FIG. 2, respectively with (c4) and without (c5) implementation of the invention.

The object of the invention is in particular to propose a DC control device intended, firstly, to equip a vehicle V capable of providing a torque supply function for at least one train and at least one approval function by consuming the power of at least one energy storage means (or storer), and, secondly, to control the allocation of the available power of this energy storage means.

In what follows, it is considered, by way of non-limiting example, that the vehicle V is automotive type. This is for example a car. But the invention is not limited to this type of vehicle. It concerns indeed everything type of vehicle capable of providing a torque supply function for at least one train and at least one approval function. Therefore, the invention relates not only to land vehicles, but also to ships and planes.

FIG. 1 shows schematically a vehicle V comprising a transmission chain, a supervision computer CS capable of supervising (or managing) the operation of the transmission chain, and a DC control device according to the invention.

In the example shown non-limitatively in FIG. 1, the transmission chain is of hybrid type. It therefore comprises, in particular, a first non-thermal type motor machine MM1 and associated with first coupling means MC1 and a first energy storage means MS1, and a second thermal type motoring machine MM2, such as for example a heat engine, and associated at least with second coupling means MC2 and a fuel storage means (not shown).

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 possible thermal or non-thermal engine. Therefore, a non-thermal driving machine may for example be an electric machine (or motor), a hydraulic machine, a pneumatic machine (or compressed air), or a flywheel. For its part a thermal driving machine is a heat engine consuming fuel or chemicals. It may in particular be a reactor, a turbojet engine or a chemical engine.

It will thus be understood that a driving machine participates, alone or in combination with another driving machine, in the torque supply function of the vehicle V.

In the following, by way of nonlimiting example, the first motor machine MM1 is of the electric type. But it could also be a machine (or motor) hydraulic, or a machine (or motor) pneumatic (or compressed air), or a flywheel. The transmission chain here comprises, in addition to the first MM1 and second MM2 engines, first MC1 and second MC2 coupling means and first energy storage means MS1, at least one motor shaft AM, third coupling means MC3, and first AT1 and second AT2 transmission trees.

Since it is considered here that the first power machine MM1 is of the electric type, the first energy storage means MS1 which supplies it is 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 that it generates and which is defined by a setpoint (torque or speed), thanks to the energy stored in the first storage means MS1, the first transmission shaft AT1. The latter (AT1) is coupled to a first train T1 (here 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 transmission shaft AT1 via a first differential (here rear) D1. But in a variant this first T1 train could be located at the front of the vehicle V.

The first coupling means MC1 may, for example, be a jaw mechanism or a clutch or a hydraulic torque converter or a brake. They can take at least two coupling states: a first (coupled) in which they provide the coupling of the first drive machine MM1 to the first transmission shaft AT1 and a second (decoupled) in which they uncouple the first drive machine MM1 of the first AT1 drive shaft. Note that they can also take an intermediate state (for example for a clutch slip).

The second motor machine MM2 (here a heat engine) comprises a crankshaft (not shown) which is fixedly secured to the motor shaft AM to drive the latter (AM) in rotation. This heat engine MM2 is intended to provide torque for a second train T2 (here 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 the vehicle V.

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

The third coupling means MC3 may, for example, be gear change means. The latter (MC3) can, for example, be arranged in the form of a gearbox. They comprise 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 coupled indirectly to wheels (here before) of the vehicle V via the second differential D2. But in an alternative embodiment the gear change means MC3 could, for example, include at least one epicyclic gear comprising one, two or three synchronizers. It is recalled that the synchronizers make it possible to join two elements together in order to fix a torque and a speed on two of the three shafts of an epicyclic gear train.

It is important to note that in alternative embodiments, the transmission chain could comprise only a thermal driving machine associated with one of its trains, or only a non-thermal driving machine associated with one of its trains, or first and second non-thermal engines respectively associated with two of its trains, or a first non-thermal engine associated with a first train, a second thermal engine associated with a second train, and a third non-thermal engine; also associated with the second train.

For example, this third drive machine may be of the electric type, such as the first power engine MM1, and may be powered by the first energy storage means MS1. But she could be of another type. Thus, it could be a machine (or motor) hydraulic, a machine (or a motor) pneumatic (or compressed air), or a flywheel. Such a third driving machine may, for example, be at least responsible for intervening during the ratio changes of the shift means MC3. In this case, the third driving machine can be coupled to the second coupling means MC2 (in this case a clutch) and to the shift means MC3 (here a gearbox).

When the transmission chain comprises at least one non-thermal, for example electrical, drive machine, the latter is associated with energy storage means (MS1) storing electrical energy and providing torque for at least one trains of his vehicle by consuming electrical energy. In this case, each approval function uses the power of the electrical energy storage means (MS1), directly or indirectly.

When the transmission chain comprises a thermal driving machine and at least one non-thermal, for example electrical, driving machine, its thermal driving machine is associated with a fuel storage means and provides torque for at least one of the power trains. its vehicle by consuming fuel, each non-thermal driving machine is associated with an energy storage means (for example electrical) (MS1) and provides torque for at least one of the trains of its vehicle by consuming fuel. electrical energy, and each approval function can directly use the power of the fuel storage means (transformed by the thermal engine) and / or the electrical energy storage means (MS1).

Although this does not appear in FIG. 1, the vehicle V comprises at least one electrical equipment responsible for performing at least one approval function, that is to say a function intended to make its driving more pleasant. his driver and / or comfort for his passengers. By way of nonlimiting examples, each approval function can be chosen from an anti-torque oscillation function, a transverse transmission clearance function and a transmission set function function. shifting, a starting function of a prime mover participating in the torque supply function, and a train coupling function.

It will be noted, as shown in non-limiting manner in FIG. 1, that the transmission chain may also comprise a starter or an alternator-starter AD coupled to the heat engine MM2 and responsible for launching the latter (MM2) in order to allow it to start. This launch is done by means of 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 a network to which electrical equipment of the vehicle V is connected. Some of these electrical equipment can, for example, provide, alone or in combination, at least one approval function ( especially in the case of a transmission chain called "mild-hybrid" (minimum level of hybridization)).

It will also be noted that the second storage means MS2 may, as shown in non-limiting illustration, be coupled to the first energy storage means MS1 and to the first power engine MM1 via a CV converter of the DC / DC type, so that they can be recharged. .

The operations of the heat engine MM2, the first prime mover MM1, and the first MC1 and second MC2 coupling means can be controlled by the supervision computer CS. The latter (CS) is for example capable of operating the vehicle V in at least three different running modes. In a first mode called "Zero Emission Vehicle" (or ZEV) the first engine MM1 is used to move the vehicle V. In a second mode called "hybrid" the first engine MM1 is used in addition to the engine MM2 for move the vehicle V.

As indicated above, the invention proposes a DC control device intended to control the allocation of the available power of one of its energy storage means, here the first MS1, and more precisely its distribution between the function of providing torque and the (at least one) function (s) of approval.

In the nonlimiting example illustrated in FIG. 1, the control device DC forms part of the supervision computer CS. But this is not obligatory. This DC control device could indeed be a device coupled to the supervision computer CS, directly or indirectly. Therefore, the DC control device can be realized in the form of software modules (or computer or "software"), or a combination of electronic circuits (or "hardware") and software modules.

A DC control device, according to the invention, comprises MCT control means which are loaded, when at least the / an approval function must be provided in parallel with the torque supply function, to allocate:

to this approval function at least a first part p1 of this available power pd of the energy storage means involved in the supply of torque to the wheels (here the first MS1), and

to the torque supply function a second part p2 of this available power pd, complementary to this first part p1 (ie p1 + p2 = pd), including when the torque supply function requires a power pr which is greater than this second part p2.

For example, we can choose p1 = 20% of pd (ie p1 = 0.2 pd) and p2 = 80% of pd (ie p2 = 0.8 pd). In this case, if at a given moment the required power pr is less than p2, and for example equal to 60% of pd, then the MCT control means allow the allocation of the required power pr for the torque supply function , and the allocation of a power of between 0% and (pd - pr) for the approval function / functions. On the other hand, if at a given moment the required power pr is greater than or equal to p2, and for example equal to 90% of pd, then the control means MCT allow the allocation of p2 (here 80%) for the function of supply of torque, and the allocation of a power of between 0% and p1 (here 20%) for the approval function / functions. Note that pr is always less than p2, even if the approval functions do not consume power. Thanks to this distribution of the available power pd, which imposes a minimum power p1 reserved for the approval functions, it is now certain that the latter can offer services ranging from minimum to maximum. Thus, it is certain to systematically improve the pleasure of driving and / or comfort, if necessary, including when the will of the driver indicates a maximum power requirement for the supply of torque (by total depression of the pedal accelerator).

An example of results obtained with and without the intervention of the MCT control means is illustrated in the diagrams of FIGS. 2 and 3. In this example, it is considered that the vehicle V has only one accreditation function dedicated to the greatest possible attenuation of the torque oscillations on the wheels of the first train T1.

In Figure 2 are diagrammatically illustrated in a first diagram:

a first curve d of temporal evolution of the will of the driver of the vehicle V to obtain a maximum power pr for the torque supply function (here on the first train T1 thanks to the consumption by the first electric machine MM1 of a power from the first storage means MS1),

a second curve c2 of time evolution of the acceleration a (in ms ^" ² ) of the vehicle V with the intervention of the control means MCT, and

a third curve c3 of time evolution of the acceleration a (in ms ^" ² ) of the vehicle V without the intervention of the MCT control means.

In Figure 3 are diagrammatically illustrated in a second diagram:

the maximum value cdmax of the torque corresponding to the available power pd of the first storage means MS1 of the vehicle V,

a fourth curve c4 of time evolution of the torque c (in N.m) corresponding to the discharge power of the first storage means MS1 of the vehicle V with the intervention of the MCT control means, and

a fifth curve c5 of time evolution of the torque c (in Nm) corresponding to the discharge power of the first storage means MS1 of the vehicle V without the intervention of MCT control means.

It can be observed on d that from a moment t1 the driver of the vehicle V requires a maximum power pr for the supply of torque (by depressing the accelerator pedal). In the absence of the MCT control means (c3), this request causes a rapid acceleration of the vehicle V, then oscillations of this acceleration with damping over time, because the torque (c5) supplied to the first train T1, just after t1 , resulting from the use for this first train T1 of all the available discharge power pd of the first storage means MS1 of the vehicle V, which prohibits the implementation of the anti-oscillation function. On the other hand, in the presence of the MCT control means (c2), this request causes a rapid acceleration of the vehicle V to a maximum value, without oscillation in time, since the torque (c4) supplied to the first train T1, just after t1, results from the use for this first train T1 of the second part p2 of the available discharge power pd of the first storage means MS1 of the vehicle V (left linear part of c4); the first part p1 of this available discharge power pd being then used by the anti-torque oscillation function in addition to the second part P2 constant.

Note that we can speak here of available power as well as available torque, because we can switch from one to the other by performing a conversion. Thus, the anti-torque oscillation function usually expresses its instantaneous torque requirement for the correction of the oscillations, and therefore it is necessary to convert this torque requirement into power when the energy storage means (or storer) MS1 provides an indication of its available power pd (and not its available torque).

As mentioned above, the use of the powers resulting from the allocation made by the control means MCT will depend on the arrangement of the transmission chain of the vehicle V.

For example, the energy storage means can store electrical energy, the torque supply function can be provided at least by a heat engine with the assistance of at least one power consuming equipment of a means. energy storage (for example electrical), and the approval function can be provided from the power provided by the energy storage means. In this case, when at least the approval function has to be performed in parallel with assistance from the heat engine, the MCT control means allocate to this approval function at least the first part p1 of the available power pd of energy storage means (electrical) and this assistance the second part p2 of this available power pd.

Also, for example, the torque supply function can be provided at least by a non-thermal power machine MM1 and power-consuming of the energy storage means (here the first MS1), and the approval function can be ensured. from the power provided by the energy storage means MS1. In this case, when at least the approval function must be performed in parallel with the torque supply function, the MCT control means allocate to the approval function at least the first part p1 of the available power pd of energy storage means MS1 and the torque supply function the second part p2 of this available power pd.

It will also be noted that, when the vehicle V performs several approval functions, they consume at least the first part p1 of the available power pd which has been allocated to them by the control means MCT, without any notion of priority or distribution.

It will also be noted that the MCT control means can define the power allocation as a function of the current state of the transmission chain to which the train T1 belongs and of the nature of the organs (or equipments) which provide the transmission functions. 'approval.

Indeed, the power required for a function of approval associated with an organ may depend on the nature of this organ. For example, the approval function associated with a gearbox assisting a heat engine is likely to need more power to function properly than the approval function associated with a dog assisting the same engine.

Likewise, in a 4x4 vehicle (four-wheel drive), the two trains are likely to be associated respectively with two anti-torque oscillations functions. For example, if each train usually requires 5 kW for its anti-torque oscillations function, then in 4x4 mode, when the two trains are coupled, we can reserve a total (p1) of 10 kW for the two anti-oscillation functions of torque (5 kW + 5 kW). However, when only one of the two trains is coupled, only 5 kW (p1) is reserved for the anti-oscillation function associated with this coupled train (the other 5 kW are then available for the torque supply function). or for another accreditation function).

It will also be noted that the distribution p1 / p2 may be predefined (and therefore constant over time), or determined by the MCT control means dynamically (in real time) as a function of at least one internal or external parameter, such as the selected driving mode or possibly the weather conditions.

It will also be noted that the distribution p1 / p2 concerns both a discharge phase of an energy storage means MS1, and a possible recharging phase of this energy storage means MS1 by energy recovery, by for example during braking of the vehicle V. Therefore, the MCT control means can define the power allocation (or distribution p1 / p2) during a discharge phase of the energy storage means MS1 and during a charging phase of the MS1 energy storage medium. It is conceivable to use a first distribution p1 / p2 during a discharge phase, and a second distribution p1 7p2 '(different from the first) during a recharging phase.

It is also important to note that the invention can also be considered from the angle of a control method, which can be implemented in particular by means of a DC control device of the type presented above. Since the functionalities offered by the implementation of the method according to the invention are identical to those offered by the DC control device presented above, only the combination of main functionalities offered by the control method is presented hereinafter.

This control method comprises a step in which, when at least the / an approval function has to be performed in parallel with the function for supplying torque, at least one first part p1 of the available power pd of the energy storage means MS1 (associated with the torque supply function) and this torque supply function are allocated to this approval function. a second part p2 of this available power pd, complementary to this first part p1, including when the torque supply function requires a power pr greater than this second part p2.

The invention makes it possible to guarantee a good level of overall pleasure (driving and comfort) whatever the life situation and the state of the vehicle transmission chain.

Claims

1. Device (DC) for controlling the allocation of the available power of at least one energy storage means (MS1) of a vehicle (V) providing a torque supply function for at least one train (T1) and at least one approval function by consuming power from said energy storage means (MS1), characterized in that it comprises control means (MCT) allocating, when at least said approval function is to be provided in parallel with said torque supply function, at said approval function at least a first part of said available power of the energy storage means (MS1) and at said torque supply function a second part of this power available, complementary to said first part, including when said torque supply function requires a power greater than said second portion.

2. Device according to claim 1, characterized in that in the presence of energy storage means (MS1) storing electrical energy, a torque supply function provided at least by a heat engine ( MM2) with the assistance of at least one power consuming equipment of said energy storage means (MS1), and an approval function provided from a power supplied by said energy storage means (MS1), said control means (MCT) allocate, when at least said approval function must be provided in parallel with an assistance of said heat engine (MM2), said approval function at least said first part of the available power of said energy storage means (MS1) and said assistance said second portion of this available power.

3. Device according to claim 1, characterized in that in the presence of a torque supply function provided at least by a non-thermal power engine (MM1) and power consumer of said energy storage means (MS1). , and an approval function provided from a power supplied by said energy storage means (MS1), said control means (MCT) allocate, when at least said approval function must be performed in parallel with said torque supply function, to said approval function at least said first part of the available power of said storage means energy (MS1) and said torque supply function said second part of this available power.

4. Device according to one of claims 1 to 3, characterized in that said control means (MCT) define said power allocation during a discharge phase of said energy storage means (MS1) and during a charging phase said energy storage means (MS1) by energy recovery in said vehicle (V).

5. Vehicle (V) providing a torque supply function for at least one train (T1) and at least one approval function by consuming the power of at least one energy storage means (MS1), characterized in that it further comprises a control device (DC) according to one of the preceding claims.

6. Vehicle according to claim 5, characterized in that said approval function is selected from an anti-torque oscillation function, a game passage function, a gearshift function, a start function of a machine. motor involved in said torque supply function, and a train coupling function.

7. Vehicle according to claim 5 or 6, characterized in that it comprises at least one non-thermal engine (MM1) and participating in said torque supply function by consuming the power of said energy storage means ( MS1), and in that said approval function consumes power supplied by said energy storage means (MS1).

8. A method for controlling the allocation of the available power of at least one energy storage means (MS1) of a vehicle (V) providing a torque supply function for at least one train (T1) and at least one approval function by consuming power from said energy storage means (MS1), characterized in that it comprises a step in which, when at least said approval function is to be performed in parallel to said torque supply function, at least a first portion of said available power of the energy storage means (MS1) is allocated to said approval function and to said torque supply function a second portion of this power available, complementary to said first part, including when said torque supply function requires a power greater than said second portion.