FR3104100A1 - VEHICLE WITH TOTAL TORQUE CONTROL SUPPLIED BY GMP HYBRID IN THE EVENT OF HIGH DEMAND, AND ASSOCIATED CONTROL PROCEDURE - Google Patents

Abstract

A vehicle (V) comprises: - a first thermal driving machine (MM1) providing a first torque to move it, - a second non-thermal driving machine (MM2) providing a second torque to move it, and - a control device (DC) which, in the event of a request for a total torque to move it greater than a first threshold of the first torque, estimates the quantity of energy consumed by the second driving machine (MM2) to provide the second torque, and, when this estimated quantity of energy is greater than a chosen energy threshold, imposes a reduction in the total torque requested up to a chosen value. Figure 1

Description

FULL TORQUE CONTROL VEHICLE PROVIDED BY HYBRID GMP IN THE EVENT OF HIGH DEMAND, AND ASSOCIATED CONTROL METHOD

Technical field of the invention

The invention relates to vehicles comprising a powertrain (or GMP) comprising a first thermal driving machine and at least one second non-thermal driving machine supplying torques to move it, and more precisely the control of the total torque supplied by the GMP of these vehicles.

State of the art

Some vehicles include a powertrain (or GMP) comprising at least first and second driving machines, respectively thermal and non-thermal, and supplying first and second torques to move them. This is particularly the case, although not limited to, of certain land vehicles (possibly of the automobile type).

Here, the term "thermal drive machine" means a machine producing torque for the movement of its vehicle from a fuel or at least one chemical product. In the second alternative, it may be, for example, a reactor, a turbojet or a chemical engine.

Furthermore, here the term "non-thermal driving machine" means a machine producing torque for the movements of its vehicle from the energy stored in an energy storage means. It may be, for example, an electric machine (or motor), a hydraulic machine, a pneumatic (or compressed air) machine, or a flywheel.

In the vehicles defined above, it often happens that the total torque required to move the vehicle (and defined by the will of the driver) is greater than the maximum value of the first torque that the first heat-powered machine can supply. This is the case, for example, when the driver of the vehicle requires a long acceleration by maximum and constant pressure on the accelerator pedal. In this case, the second non-thermal prime mover supplies a second torque which is added to the first torque to satisfy the total torque demand.

A main drawback of this mode of operation lies in the fact that the long and significant supply of second torque runs the risk of fairly quickly exhausting the quantity of energy stored in the storage means which supply the second driving machine (for example a battery) . Consequently, after a certain time, not only will it no longer be possible to satisfy the driver's wishes, but in addition there will be no energy to clean up vehicle equipment (for example belonging to an exhaust line) and/or providing a vehicle driving pleasure function.

It has certainly been proposed in the patent document FR-B1 3001427 to limit the second torque provided by applying a limitation coefficient between 0 and 1 and depending on the state of charge (or SOC ("State Of Charge")) of the battery supplying the second prime mover when it is of the electric type. But this mode of operation applies at all times and not only when the maximum value of the first torque is not sufficient to satisfy the driver's wishes. In addition, if the driver reduces his pressure on the accelerator pedal then increases this pressure to request re-acceleration, he cannot be satisfied, just as the requests for depollution of vehicle equipment or the use of a driving pleasure function.

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 vehicle comprising a first thermal driving machine and supplying a first torque to move it, and at least one second non-thermal driving machine and supplying a second torque to move it.

This vehicle is characterized in that it comprises a control device which, in the event of a request for a total torque to move the vehicle greater than a first threshold of the first torque, estimates a quantity of energy consumed by the second machine motor to supply the second torque, and, when this estimated quantity of energy is greater than a chosen energy threshold, imposes a reduction in the total torque demanded down to a chosen value.

This reduction in the total torque requested, and not just the second torque, advantageously makes it possible to continue to use the second drive machine to participate in the movement of the vehicle and/or to clean up vehicle equipment and/or to provide a pleasure function. driving the vehicle.

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

- its control device can impose a reduction in the total torque requested down to a chosen value which is at most equal to the first threshold;

- its control device can impose a reduction in the total torque requested down to a chosen value which is equal to a second threshold of the first torque strictly lower than the first threshold;

- its control device can impose a reduction in the total torque requested according to a chosen gradient;

- Alternatively, its control device can impose a gradual reduction in the total torque required for a chosen period;

- its control device can choose the energy threshold as a function of a current speed of the vehicle and/or of an energy level in a storage means supplying the second driving machine and/or of a mode of driving selected;

- its control device can impose a reduction in the total torque required by a reduction of at least the second torque supplied by the second driving machine to move the vehicle with a view to using this second torque to clean up vehicle equipment and /or provide a driving pleasure function for the vehicle;

- its second driving machine may be an electric machine supplied with electrical energy by a rechargeable battery;

- it can be of the automotive type.

The invention also proposes a control method intended to be implemented in a vehicle comprising a first thermal driving machine and supplying a first torque to move it, and at least one second non-thermal driving machine and supplying a second torque to move it. .

This control method is characterized in that it comprises a step in which, in the event of a request for a total torque to move the vehicle greater than a first threshold of the first torque, an amount of energy consumed by the second driving machine to supply the second torque, and, when this estimated quantity of energy is greater than a chosen energy threshold, a reduction in the total torque supplied is imposed down to a chosen value.

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 a total torque required to move a vehicle comprising a first thermal driving machine and at least one second non-thermal driving machine.

Brief description of figures

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

illustrates schematically and functionally, in a top view, an embodiment of a land vehicle according to the invention,

schematically and functionally illustrates an embodiment of a supervision computer comprising a total torque control device,

schematically illustrates in a first diagram (the topmost) the temporal evolution of the total torque requested by the driver (ctd) and of the second torque setpoint (c2a) requested, in a second diagram the temporal evolution of the energy consumed by the second driving machine (ec) in the presence of the invention, in a third diagram the temporal evolution of the weighting coefficient in the presence of the invention, and in a fourth diagram (the lowest) the temporal evolution the total authorized torque (cta) and the limitation of the driver's will (lcv),

schematically illustrates in a diagram another example of the time evolution of the total torque demanded by the driver (ctd) and of the first and second first torque thresholds when using hysteresis, and

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

Detailed description of the invention

The object of the invention is in particular to propose a vehicle V comprising a powertrain (or GMP) comprising at least one first thermal driving machine MM1 and at least one second non-thermal driving machine MM2, and in which it is possible to control the total torque requested ctd to move it.

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 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 powertrain (or GMP) comprising at least a first thermal driving machine and a second non-thermal driving machine supplying torques to move it. Therefore, it relates to land vehicles, boats and aircraft.

It is recalled that the term “thermal drive machine” is understood here to mean a machine producing torque for the movements of the vehicle V from a fuel or at least one chemical product. In the second alternative, it may be, for example, a reactor, a turbojet or a chemical engine. Furthermore, here the term "non-thermal driving machine" means a machine producing torque for the movements of the vehicle V from the energy stored in an energy storage means. It may be, for example, an electric machine (or motor), a hydraulic machine, a pneumatic (or compressed air) machine, or a flywheel.

There is schematically represented in FIG. 1 a vehicle V, according to the invention, comprising a hybrid GMP transmission chain, a supervision computer CS capable of supervising (or managing) the operation of the transmission chain, and a device for DC control.

The transmission chain comprises, in particular, a first thermal driving machine MM1, a motor shaft AM, a first coupling device DC1, a gearshift device BV, a first transmission shaft AT1, at least one second driving machine MM2 not -thermal, a second coupling device DC2, a second transmission shaft AT2, and an energy storage means BR.

It is considered here that the first prime mover MM1 is a heat engine consuming a fuel. Furthermore, it is considered here that the transmission chain comprises only one second non-thermal driving machine MM2, but it could comprise at least two (for example there could be another second non-thermal driving machine MM2 interposed between the first coupling device DC1 and the gearshift device BV). Moreover, it is considered here that the second prime mover MM2 is of the electric type. But it could be a non-thermal motor machine other than electric.

The first prime mover MM1 comprises a crankshaft (not shown) which is fixedly secured to the motor shaft AM in order to drive the latter (AM) in rotation. This first driving machine MM1 is intended to supply a first torque c1 to move the vehicle V, on the order of the supervision computer CS. Here, this first torque c1 is provided for a first train T1 of driving wheels, via the first coupling device DC1 and the gearshift device BV.

For example, the first train T1 is located at the front of the vehicle V, and preferably, and as illustrated, coupled to the first transmission shaft AT1 via a first differential (here front) D1. But in a variant this first train T1 could be the one referenced T2 which is located at the rear of the vehicle V.

Also for example, the first coupling device DC1 can be a clutch. But it could also be a torque converter or a dog clutch.

The gear change device BV can, for example, be arranged in the form of a gearbox. It comprises 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 first transmission shaft AT1 to which it is coupled and which is coupled indirectly to the drive wheels (here front) of the vehicle V via the first differential D1. But in a variant embodiment the gear change device BV could, for example, comprise at least one planetary gear train comprising one, two or three synchronizers, and/or a brake and/or an internal clutch(es).

The second prime mover MM2 is here of the electric type (which is not mandatory). It is responsible for supplying a second torque c2 to move the vehicle V, on the order of the supervision computer CS, from the energy which is stored in an energy storage means BR. Here, this second torque c2 is provided for a second train T2 of driven wheels via the second coupling device DC2. But it could be provided for the first T1 train.

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

The second coupling device DC2 can, for example, be a dog clutch. But it could also be a clutch.

Given the choice mentioned above, the energy storage means BR is here arranged to store electrical energy. This is therefore a rechargeable battery, for example of the low voltage type (typically 220 V or 400 V or even 600 V).

It will also be noted, as illustrated without limitation in FIG. 1, that the transmission chain here comprises a starter or an alternator-starter AD coupled to the first driving machine MM1 and responsible for launching the latter (MM1) in order to enable 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, for example, of the very low voltage type (typically 12 V, 24 V or 48 V). It (BS) can, for example, supply an on-board network to which electrical equipment of the vehicle V is connected. It will be noted that the service battery BS can, as illustrated without limitation, be coupled to the rechargeable battery BR and to the second MM2 driving machine via a DC/DC type CV converter, so that it can be recharged.

The operations of the first MM1 and second MM2 driving machines, of the first DC1 and second DC2 coupling devices, and of the gearshift device BV, can be controlled by the supervision computer CS.

In the example illustrated without limitation in FIG. 1, the control device DC forms part of the supervision computer CS. But in a variant embodiment, it could be external to the supervision computer CS while being coupled to the latter (CS), directly or indirectly (for example via an internal communication network, possibly of the multiplexed type).

The control device DC is arranged, in the event of a request for a total torque ctd to move the vehicle V greater than a first threshold s1 of the first torque c1, so as to estimate the quantity of energy ec which is consumed at the moment considered (since the first threshold S1 was exceeded) by the second prime mover MM2 to provide the second torque c2. And, when this estimated quantity of energy ec is greater than a chosen energy threshold se, the control device DC is arranged in such a way as to impose a reduction in the total torque requested ctd down to a chosen value.

The total torque demand ctd is defined by the driver's wishes (here depending on the percentage of depression of the accelerator pedal).

By virtue of this reduction in the total torque demanded ctd (and therefore of the will of the driver), and not only of the second torque c2, it is always possible to use the second prime mover MM2 to participate in the movement of the vehicle V and/or to clean up a equipment of the vehicle V (for example belonging to the exhaust line) and/or to provide a driving pleasure function of the vehicle V (for example compensating the dynamics of the first driving machine MM1 or carrying out transients of the change device of BV report). Thus, for example, if the driver reduces his pressure on the accelerator pedal then increases this pressure to request re-acceleration, he may be satisfied at least partially and at least initially. In addition, the monitored parameter being the quantity of energy ec consumed by the second driving machine MM2, and not (here) the state of charge of the rechargeable battery BR, this makes it possible to keep the reserve of electrical "boost" even when the BR rechargeable battery level is low.

There is schematically illustrated in Figure 3 four first examples of diagrams corresponding to a situation in which the DC control device detects that the total torque ctd requested by the driver is greater than the first threshold s1, which is for example and not limited to equal to the maximum value c1max of the first torque c1 that the first prime mover MM1 can provide.

The first diagram located at the top of figure 3 illustrates a first example of the evolution over time of the total torque ctd requested by the driver and of the second torque setpoint c2a requested (but not authorized, as will be seen later).

The second diagram located below the first diagram illustrates a first example of the evolution over time of the energy ec consumed by the second prime mover MM2 at the time in question (since the first threshold S1 was exceeded) in the presence of the invention.

The third diagram located below the second diagram illustrates a first example of the temporal evolution of a weighting coefficient cp determined by the DC control device and to be applied to the total requested torque ctd to reduce it and thus obtain a total authorized torque cta .

The fourth diagram (the lowest) located below the third diagram illustrates a first example of the temporal evolution of the limitation of the driver's will lvc (transcribed in torque), and of the total authorized torque cta determined by the control device DC by applying the weighting coefficient cp to the total requested torque ctd.

In this first example, the control device DC detects at a time t1 that the total torque requested ctd becomes greater than the first threshold s1. It then decides to control the total torque requested ctd, and more precisely to reduce it. To do this, it begins to determine the energy ec which is consumed by the second driving machine MM2 and compares this consumed energy ec with an energy threshold se.

At a time t2 the control device DC detects that the energy consumed ec has become greater than the energy threshold se. Consequently, it determines a weighting coefficient cp to be applied to the electric potential which was allocated to the wheel, thus reducing the total requested torque ctd to obtain in the end a total authorized torque cta which represents the sum of the first c1 and second c2 torques that the first MM1 and second MM2 driving machines are actually authorized to supply to move the vehicle V. electric for other functions.

At a time t3 the control device DC detects that the total torque requested ctd has become smaller than the first threshold s1. Consequently, it decides to stop controlling this total requested torque ctd (and therefore puts an end to its reduction).

For example, and as illustrated without limitation in FIGS. 1 and 2, to ensure its torque control, the DC control device may comprise at least one PR processor, for example of digital signal (or DSP (“Digital Signal Processor”)) , and at least one memory MD performing the operations making it possible to ensure the control of ctd described above. 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. 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 described below (and so that the control function can be ensured). It will be noted that when the control device DC is not part of the supervision computer CS, it comprises its own computer which comprises at least the processor PR and the memory MD, and therefore can be produced in the form of a combination of circuits or electrical or electronic components (or "hardware") and software modules (or "software").

The DC control device can use a first threshold s1 of the first couple c1 equal to the maximum value c1max of the first couple c1, as in the first example illustrated in the first diagram of FIG. 3, or else strictly lower than this maximum value c1max of the first pair c1, as in the second example illustrated in the diagram of figure 4.

It will also be noted that the control device DC can be arranged in such a way as to impose a reduction in the total torque requested ctd down to a chosen value which is at most equal to the first threshold s1 of the first torque c1.

In the presence of the last option, the control device DC can be arranged in such a way as to impose a reduction in the total torque requested ctd down to a chosen value which is equal to a second threshold s2 of the first torque c1 strictly lower than the first threshold s1 of the first couple c1, as in the second example illustrated in the diagram of figure 4. This sub-option is intended to use a hysteresis (difference between the trigger level of the reduction and the trigger level of the end of the control of the total torque requested ctd), in order to avoid the occurrence of oscillations.

The value of the first threshold s1 can optionally be chosen according to the current speed of the vehicle V. Similarly, the value of the second threshold s2 can optionally be chosen according to the current speed of the vehicle V.

There is schematically illustrated in Figure 4 a second example of a diagram corresponding to a situation in which the DC control device detects that the total torque ctd requested by the driver is greater than the first threshold s1, which is here, without limitation, strictly lower to the maximum value c1max of the first torque c1 that the first prime mover MM1 can provide.

This diagram illustrates a second example of the temporal evolution of the total torque ctd requested by the driver. The second to fourth diagrams of FIG. 3 can be reused here (subject to minor and obvious adaptations) for the understanding of what follows.

In this second example, the control device DC detects at an instant t1' that the total torque requested ctd becomes greater than the first threshold s1 (< c1max). It then decides to control the total torque requested ctd, and more precisely to reduce it. To do this, it begins to determine the energy ec which is consumed by the second driving machine MM2 and compares this consumed energy ec with an energy threshold se.

At a time t2' the control device DC detects that the energy consumed ec has become greater than the energy threshold se. Consequently, it determines a weighting coefficient cp to be applied to the total requested torque ctd to ultimately obtain a total authorized torque cta which represents the sum of the first c1 and second c2 torques that the first MM1 and second MM2 driving machines are effectively authorized to be provided to move the vehicle V.

At a time t3' the control device DC detects that the total torque requested ctd has become smaller than the second threshold s2 (< s1). Consequently, it decides to stop controlling this total requested torque ctd (and therefore puts an end to its reduction).

It will be noted that different weighting coefficient profiles cp can be used by the control device DC.

Thus, the control device DC can, for example, be arranged so as to impose a reduction in the total torque requested ctd according to a chosen gradient. For example, a torque gradient of between 150 N.m/s and 250 N.m/s can be chosen. As a variant, the control device DC can, for example, be arranged in such a way as to impose a progressive reduction in the total torque requested ctd for a chosen duration. For example, you can choose a duration between one second and three seconds.

It will also be noted that the control device DC can, for example, be arranged so as to choose the energy threshold se as a function of the current speed of the vehicle V and/or of the energy level in the storage means BR and/or the driving mode selected by the driver of the vehicle V.

It will also be noted that the control device DC can, for example, be arranged so as to impose a reduction in the total torque requested ctd by a reduction of at least the second torque c2 supplied by the second prime mover MM2 to move the vehicle V with a view to using this second torque c2 to depollute equipment of the vehicle V and/or provide a driving pleasure function of the vehicle V. It will in fact be understood that by reducing the quantity of second torque c2 produced to move the vehicle V on releases energy for other tasks (or functions). In addition, this makes it possible to avoid quickly discharging the storage means BR (here a rechargeable battery).

It will also be noted, as illustrated without limitation in FIG. 2, 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 the total torque requested ctd, the energy consumed ec and the current speed of the vehicle V, and intermediate data involved in all its calculations and processing.

Furthermore, and as illustrated without limitation in FIG. 2, when the supervision computer CS includes the control device DC, it also includes an input interface IE for receiving at least the total torque requested ctd, the energy consumed ec and the current speed of the vehicle V. In this case, the control device DC can also comprise a digital signal processor PR' possibly responsible for shaping and/or demodulating and/or amplifying, in a manner known in itself, the total torque requested ctd, the energy consumed ec and the current speed of the vehicle V received by the input interface IE, in order to use them in calculations or processing. In addition, the supervision computer CS also includes, here, an output interface IS, in particular for delivering its messages and commands intended to cause the supply of the total authorized torque cta (determined by the control device DC). It will be understood that when the control device DC is not part of the supervision computer CS, it is it (DC) which comprises the input interface IE and the output interface IS.

The invention can also be considered in the form of a control method intended to be implemented in the vehicle V. This control method can be implemented at least partially by the control device DC described above.

This control method comprises a step 10-60 in which, in the event of a request for a total torque ctd to move the vehicle V greater than a first threshold s1 of the first torque c1, an amount of energy ec consumed by the second driving machine MM2 to supply the second torque c2, and, when this estimated quantity of energy is greater than the chosen energy threshold se, a reduction in the total torque ctd supplied is imposed down to a chosen value.

There is schematically illustrated in Figure 5 an example of an algorithm implementing a control method according to the invention.

The algorithm includes a sub-step 10 in which it is determined whether the total torque requested ctd is greater than the first threshold s1.

If not (ctd<s1), sub-step 10 is restarted with a new value of total torque requested ctd.

On the other hand, in the affirmative (ctd>s1) it is determined in a sub-step 20 whether the energy ec which is consumed by the second prime mover MM2 is greater than the energy threshold se.

If not (ec<se), sub-step 20 is restarted with a new value of energy consumed ec.

On the other hand, in the affirmative (ec>se) a weighting coefficient cp to be applied to the total requested torque ctd is determined in a sub-step 30.

Then, in a sub-step 40, the weighting coefficient cp is applied to the total requested torque ctd to obtain a total authorized torque cta which represents the sum of the first c1 and second c2 torques that the first MM1 and second MM2 driving machines are effectively authorized to provide to move the vehicle V.

Then, in a sub-step 50, it is determined whether the total torque requested ctd is lower than the second threshold s2.

If not (ctd>s2), sub-step 30 is repeated. On the other hand, if yes (ctd<s2), control of the total torque requested ctd is stopped in a sub-step 60 (and therefore its reduction).

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 the total torque required ctd to move 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.

Claims (10)

Vehicle (V) comprising a first thermal driving machine (MM1) and supplying a first torque to move it, and at least one second non-thermal driving machine (MM2) and supplying a second torque to move it, characterized in that it comprises a control device (DC) which, in the event of a request for a total torque to move said vehicle (V) greater than a first threshold of said first torque, estimates a quantity of energy consumed by said second driving machine (MM2) to supplying said second torque, and, when this estimated quantity of energy is greater than a chosen energy threshold, imposes a reduction of said total torque requested down to a chosen value. Vehicle according to Claim 1, characterized in that the said control device (DC) imposes a reduction of the said total torque requested down to a value chosen at most equal to the said first threshold. Vehicle according to claim 2, characterized in that said control device (DC) imposes a reduction of said total torque requested down to a chosen value equal to a second threshold of said first torque strictly lower than said first threshold. Vehicle according to one of Claims 1 to 3, characterized in that the said control device (DC) imposes a reduction of the said total torque requested according to a chosen gradient. Vehicle according to one of Claims 1 to 3, characterized in that the said control device (DC) imposes a progressive reduction of the said total torque requested for a chosen duration. Vehicle according to one of Claims 1 to 5, characterized in that the said control device (DC) chooses the said energy threshold as a function of a current speed of the said vehicle (V) and/or of a level of energy in a storage means (BR) supplying said second prime mover (MM2) and/or a selected driving mode. Vehicle according to one of Claims 1 to 6, characterized in that the said control device (DC) imposes a reduction of the said total torque requested by a reduction of at least the second torque supplied by the said second driving machine (MM2) to move said vehicle (V) with a view to using this second torque to depollute equipment of said vehicle (V) and/or provide a driving pleasure function of said vehicle (V). Vehicle according to one of Claims 1 to 7, characterized in that the said second driving machine (MM2) is an electric machine supplied with electrical energy by a rechargeable battery (BR). Control method for a vehicle (V) comprising a first thermal driving machine (MM1) and supplying a first torque to move it, and at least one second non-thermal driving machine (MM2) and supplying a second torque to move it, characterized in that it comprises a step (10-60) in which, in the event of a request for a total torque to move said vehicle (V) greater than a first threshold of said first torque, an amount of energy consumed by said second driving machine (MM2) to supply said second torque, and, when this estimated quantity of energy is greater than a chosen energy threshold, a reduction of said total torque requested is imposed down to a chosen value. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to claim 9 for controlling a total torque required to move a vehicle (V ) comprising a first thermal driving machine (MM1) and at least one second non-thermal driving machine (MM2).