CN114364586A

CN114364586A - Control of a thermal starting torque threshold of a hybrid drive train of a vehicle over a journey

Info

Publication number: CN114364586A
Application number: CN202080062869.2A
Authority: CN
Inventors: C·贝科夫; J·德绍; D·马姆里亚
Original assignee: PSA Automobiles SA
Current assignee: PSA Automobiles SA
Priority date: 2019-09-09
Filing date: 2020-07-22
Publication date: 2022-04-15
Also published as: WO2021048475A1; FR3100509B1; EP4028296A1; FR3100509A1

Abstract

A control method implemented in a vehicle that includes a first driver machine of thermal power and a second driver machine of non-thermal power that is powered by an energy storage device. In the steps (10-60) the method comprises the steps of determining the subdivision of the travel of the vehicle into sections associated with different average speeds and determining the percentages in the travel, then determining the required energy for carrying out the travel by using the second drive machine on the basis of these sections and the associated percentages, and then using the first or second starting torque threshold of the first drive machine, which facilitates moving the vehicle by means of the second drive machine or by means of the first drive machine, on the basis of the required energy being lower or higher than the available energy.

Description

Control of a thermal starting torque threshold of a hybrid drive train of a vehicle over a journey

The present invention claims priority from french application 1909900 filed on 9/2019, the contents of which (text, drawings and claims) are incorporated herein by reference.

Technical Field

The present invention relates to vehicles including hybrid powertrain systems, and more particularly to controlling a starting torque threshold of a thermal drive machine of the powertrain system during a trip.

The term "hybrid powertrain system" refers herein to a powertrain system (or GMP) that includes a first drive machine that is thermal and a second drive machine that is non-thermal that uses energy stored in an energy storage device during locomotion. Furthermore, the term "drive machine" refers to a machine arranged to provide or recover torque that moves a vehicle either alone or in addition to at least one other thermal or non-thermal drive machine. The non-thermal drive machine may be, for example, an electric motor (or electric engine), a hydraulic machine, a pneumatic motor (or air compressor), or a flywheel. The heat driver may for example be a heat engine. When the non-thermal drive machine is an electric machine, the energy storage device is a rechargeable battery.

Background

Some vehicles include hybrid systems in which a first (thermal) drive machine and/or a second (non-thermal) drive machine can be operated to move the vehicle in a stroke.

Since the second drive machine is less polluting than the first drive machine, the strategy of using the second drive machine as much as possible is implemented in vehicles with hybrid GMP. For this purpose, a starting torque threshold value of the first drive machine is used, which is predefined and therefore constant. At present, only the second drive machine is operated as long as the determined torque for moving the vehicle remains below the threshold value, and the first drive machine and optionally the second drive machine are operated when the determined torque becomes above the threshold value.

A disadvantage of this mode of operation is that it does not guarantee that the vehicle reaches its final destination by consuming as much energy as possible (up to a predefined minimum threshold) stored in its energy storage device. In fact, on some trips the vehicle may very quickly be at an amount of stored energy equal to the minimum threshold even if the vehicle is still far from its final destination, and on some other trips the vehicle may reach its final destination while having an amount of stored energy still (very) above the minimum threshold. That is, the current operating mode is not able to approach the amount of stored energy towards said minimum threshold (corresponding to the charging demand) and is therefore not able to optimize the fuel consumption. In addition, the current operating mode does not enable the use of a second drive machine at the end of the stroke to maintain the movement phase (if the situation allows (for urban traffic for example)).

It has been specifically proposed, in particular in patent document FR-a13005296, to consider determined journeys of a vehicle with hybrid GMP, in order to optimize the distribution of fuel and electric power consumption in a predictive manner according to the regulations of its battery and to the state of charge. However, this solution requires full knowledge of the journey (or trip), i.e. knowledge of the consecutive journey segments and the average speed over each of these segments. In practice, however, it is not conceivable that so much information is transferred from one computer to another in a vehicle.

It is therefore an object of the present invention to improve this situation.

Disclosure of Invention

The invention provides for this purpose, in particular, a control method for implementation in a vehicle comprising a drive train which comprises a first drive machine of thermal power and a second drive machine of non-thermal power, which is supplied with energy from an energy storage device.

The control method is characterized in that, in the steps included in the control method, when there is a travel determined for the vehicle:

-determining the subdivision of said journey into at least two portions differing in the average transit speed, and determining the percentage of said portions over the distance covered by said journey, then

-determining the required energy for performing the stroke by using only the second drive machine from the portion of the stroke and the percentage of the determined correlation, and then

-if the determined required energy is below the available energy in the energy storage device, using a first starting torque threshold of the first drive machine, which first starting torque threshold facilitates moving the vehicle by means of the second drive machine, and if the determined required energy is above the available energy, using a second starting torque threshold of the first drive machine, which second starting torque threshold is strictly below the first starting torque threshold and facilitates moving the vehicle by means of the first drive machine.

Thanks to the invention, it is required to use the second drive machine when the total torque requested is above a (very high) first threshold value, and to start the first drive machine when the total torque requested is above a (very low) second threshold value.

The control method according to the invention may comprise other features which may be adopted individually or in combination, in particular:

-in said step, it is possible to determine a subdivision of said run into a first, second, third, fourth and fifth part;

-the first portion may be associated with a first average transit speed lower than 30km/h, the second portion may be associated with a second average transit speed higher than the first average transit speed and lower than 50km/h, the third portion may be associated with a third average transit speed higher than the second average transit speed and lower than 70km/h, the fourth portion may be associated with a fourth average transit speed higher than the third average transit speed and lower than 90km/h, and the fifth portion may be associated with a fifth average transit speed higher than the fourth average transit speed;

in a first embodiment, in said step, said required energy may be determined by means of a rule based on an expected average speed over said journey;

in a second embodiment, in said step, each quantity of energy required on average for a portion to go through each portion may be determined by multiplying the distance associated with each portion of the travel by an adjustable parameter, and then by adding all the determined quantities, the required energy is determined;

in a third embodiment, in said step, a first required energy may be determined by means of a rule based on an expected average speed over the stroke, and each quantity of partial average required energy for walking through each portion is determined by multiplying an adjustable parameter by a distance associated with each portion of the stroke, then a second required energy is determined by adding all the determined quantities, then the greater of the determined first and second required energies is taken as required energy;

-in said step, the available energy may be determined by multiplying the maximum energy storable by the energy storage device (optionally based on wear of the energy storage device) at the considered moment by the percentage of available energy in the energy storage device.

The invention also provides a computer program product comprising a set of instructions, which, when executed by a processing unit, is adapted to implement a control method of the type described above for controlling the starting of a thermodynamic first drive machine of a power system of a vehicle in the presence of a journey determined for the vehicle, the power system further comprising a non-thermodynamic second drive machine, which is supplied with energy by an energy storage device.

The invention also provides a control device for mounting on a vehicle, which vehicle comprises a power system comprising a first drive machine of thermal power and a second drive machine of non-thermal power, which second drive machine is supplied with energy from an energy storage device.

The control device is characterized by comprising at least one processor and at least one memory arranged for performing operations involving, when there is a journey determined for the vehicle:

-if the determined required energy is below the available energy in the energy storage means, providing for using a first starting torque threshold of the first drive machine, which first starting torque threshold facilitates moving the vehicle by means of the second drive machine, and if the determined required energy is above the available energy, providing for using a second starting torque threshold of the first drive machine, which second starting torque threshold is strictly lower than the first starting torque threshold and facilitates moving the vehicle by means of the first drive machine.

The invention also provides a vehicle, which is optionally of the motorized type and comprises, on the one hand, a power system comprising a first drive machine of thermal power and a second drive machine of non-thermal power, which is supplied with energy from an energy storage device, and, on the other hand, a control device of the type described above.

For example, the second drive machine may be an electric motor and the energy storage device may be a rechargeable battery.

Drawings

Other features and advantages of the present invention will become more apparent upon reading the following detailed description and the accompanying drawings, in which:

FIG. 1 shows schematically and functionally a vehicle comprising a hybrid drive train and a monitoring computer equipped with a control device according to the invention,

figure 2 schematically shows an example of an algorithm for implementing the control method according to the invention,

fig. 3 shows schematically in a graph four charge state time variation examples for different first (c1), second (c2) and third (c3) strokes performed by a vehicle of the prior art and for the same third stroke (c4) performed by a vehicle equipped with a control device according to the invention, and

figure 4 shows schematically and functionally an embodiment of the control device according to the invention.

Detailed Description

The object of the invention is, in particular, to provide a control method and a related control device DC for a starting torque threshold of a first drive motor MM1 capable of controlling the heating power of a hybrid drive train (or GMP) of a vehicle V during a determined journey.

It is noted that the term "hybrid powertrain" refers herein to a powertrain (or GMP) comprising a thermal first drive machine and a non-thermal second drive machine that uses energy stored in an energy storage device during locomotion and is optionally capable of recovering energy to recharge its energy storage device during locomotion.

In the following, as a non-limiting example, the vehicle V is considered to be of the mobile type. Such as an automobile, as shown in a non-limiting manner in fig. 1. The invention is not limited to this type of vehicle. The present invention relates to virtually any type of vehicle comprising a drive chain with hybrid GMP. The invention thus relates not only to land vehicles, but also to ships and aircraft.

Fig. 1 schematically shows a vehicle V comprising: a drive train with a hybrid GMP, a monitoring computer CS adapted to monitor (or manage) the operation of said drive train, and a control device DC according to the invention.

Hybrid GMP here includes, inter alia: a first thermal drive motor MM1, an engine shaft AM, a clutch EM, a second non-thermal drive motor MM2, a transmission BV, an energy storage device DS and a transmission shaft AT.

The first drive motor MM1 is a heat engine that includes a crankshaft (not shown) fixedly coupled to the engine shaft AM for driving the engine shaft AM in rotation. Furthermore, the first drive machine MM1 serves to provide torque to at least the first axle T1 (here the driven wheel axle) via the clutch EM, the second drive machine MM2 and the gearbox BV.

For example, the first axle T1 is located forward of the vehicle V and is preferably coupled to the drive shaft AT via a differential (here, a forward differential) D1 as shown. In a variation, however, the first axle T1 may be located at the rear of the vehicle V.

Here, the clutch EM is responsible, by way of example only, for coupling/uncoupling the engine shaft AM (coupled with the first drive machine MM1) to/from the second drive machine MM2 under command of the supervisory computer CS in order to transmit torque according to the torque produced by the first drive machine MM 1. The clutch EM may be of any type.

The second drive motor MM2 is coupled to the energy storage device DS in order to be supplied with energy or optionally to supply energy to the energy storage device DS. Here, by way of example only, the second drive machine is also coupled to the output of the clutch EM to receive the clutch torque and to the main shaft AP of the gearbox BV to provide torque to said main shaft. It is noted that the second drive machine MM2 may be mounted elsewhere on the vehicle V, in particular it may be coupled via suitable coupling means with the second axle T2 of the vehicle V (here the drive wheel axle) in order to provide the second axle T2 with the generated torque as a function of the energy stored in the energy storage device DS. In the example shown in non-limiting manner in fig. 1, the second axle T2 is located at the rear of the vehicle V, but in a variant it may be located at the front of the vehicle V.

In the following, as a non-limiting example, the second drive machine MM2 is considered to be an electric machine (or electric motor). The invention is not limited to this type of non-thermal second driver. In practice, the second drive machine may also be, for example, a hydraulic machine, a pneumatic machine (or a compressed air machine) or a flywheel.

Due to this option (motor), the energy storage device DS is a rechargeable battery such as a low voltage type (typically, for example, 220V). The rechargeable battery DS may be of a medium voltage type or a high voltage type.

The main shaft AP of the gearbox BV is intended to receive the torque which is transmitted here by the second drive motor MM 2.

The gearbox BV also comprises AT least one secondary shaft (not shown) for receiving said torque via the primary shaft AP, in order to transmit it to a propeller shaft AT coupled thereto, which is indirectly coupled to the (here front) driving wheels of the vehicle V via a differential D1.

It is noted that, as shown in a non-limiting way in fig. 1, the drive train can also comprise a starter or alternator AD which is coupled to the first driving machine MM1 and is responsible for starting this first driving machine MM1 in order to enable it to start. The launch is carried out using electrical energy, for example, as shown in the non-limiting figure, which is stored in the slave battery BS. The slave battery BS may be arranged in the form of a battery of the ultra low voltage type (for example 12V, 24V or 48V) and may also supply, for example, the on-board network to which the electrical equipment of the vehicle V is connected. It is noted that the slave battery BS can be coupled, as shown in a non-limiting way, with the energy storage device DS (when this is a rechargeable battery) and with the second driving machine MM2 via a converter CV of the DC/DC type, so as to be able to be charged (when this second driving machine MM2 is an electric motor).

The operation of the first and second driving machines MM1 and MM2, and optionally the clutch EM and gearbox BV, may be controlled by a supervisory computer CS.

As described above, the invention provides a control method for a starting torque threshold of the first (thermal) drive MM1 which is able to control the hybrid GMP of the vehicle V during a determined journey. The control method can be implemented at least in part by a control device DC of the vehicle V, which for this purpose comprises at least one, for example, Digital Signal Processor PR (or DSP ("Digital Signal Processor")) and at least one memory MD, and can therefore be implemented in combination with an electrical or electronic circuit or component (or "hardware") and a software module (or "software"). The memory MD is a read memory for storing instructions for implementing at least part of the control method by the processor PR. The processor PR may comprise an integrated (or printed) circuit, or a plurality of integrated (or printed) circuits coupled by wired or wireless connections. Integrated (or printed) circuit refers to any type of device adapted to perform at least one electrical or electronic operation.

In the example shown in non-limiting manner in fig. 1, the control device DC is part of a monitoring computer CS. But this is not essential. Said control means DC may in fact be a device comprising its own computer and directly or indirectly coupled to the monitoring computer CS.

As shown in fig. 2, without limitation, the control method according to the invention comprises steps 10-60, which start with sub-step 10, during which a journey has been (or has just been) determined for the vehicle V.

For example, the journey may have been determined by the navigation aid DAN loaded in the vehicle V on the basis of the arrival point (or destination) and possibly the departure point (or start point) and intermediate points. Such a navigation aid DAN may be fitted on the vehicle V permanently (as shown in non-limiting manner in fig. 1) or temporarily (for example because the navigation aid is a mobile device, or the navigation aid is part of a smart communicator carried by a passenger of the vehicle V).

In sub-step 20 of steps 10-60, the (control means DC) determines a subdivision of the determined journey into at least two portions pj of different average transit speeds, and determines the percentage of these portions pj over the distance occupied by said journey. It is understood that kilometer percentages are discussed herein. Furthermore, it is understood that the portion pj of the journey is a combination of at least one section of the journey associated with a particular average transit speed. Thus, these portions pj do not necessarily correspond to consecutive stroke sections (usually the sections of different portions pj follow each other, and therefore the stroke sections of a portion pj are usually distributed over the entire stroke).

Then, in sub-step 30 of steps 10-60, the (control means DC) determines from the fraction pj of the stroke and the relevant percentage just determined the required energy e1 for performing the determined stroke by using only the second drive motor MM 2.

Then, in sub-step 40 of steps 10-60, (control means DC) compares the determined required energy e1 with the available energy e2 in the energy storage means DS at the considered moment.

If this determined required energy e1 is below the available energy e2 in the energy storage device DS (i.e. e1< e2), then in substep 50 of steps 10-60 a first starting torque threshold s1 of the first drive machine MM1 is used, which first starting torque threshold facilitates moving the vehicle V by means of the second drive machine MM 2. That is, a very high first threshold s1 is used to facilitate the use of the second driver MM 2. Therefore, when the total torque requested by the driver and optionally by at least one computer of the vehicle V is higher than this very high value s1, it is requested to start the first drive motor MM 1.

Conversely, if the determined required energy e1 is above the available energy e2 (i.e. e1> e2), then in sub-step 60 of steps 10-60 a second starting torque threshold s2 of the first drive machine MM1 is used which is strictly below the first threshold s1 and facilitates moving the vehicle V by means of the first drive machine MM 1. That is, a very low second threshold s2 is used to facilitate use of the first driver MM 1. Thus, when the total torque requested by the driver and optionally by at least one computer of the vehicle V is higher than the very low value s2, it is requested to start the first drive machine MM 1.

It is understood that the control device DC determines the first threshold value s1 or the second threshold value s2 and provides for the use of this first threshold value s1 or the second threshold value s2 by the monitoring computer CS.

The advantages obtained by implementing the invention are clearly reflected in the time profile of the state of charge of the energy storage device of the vehicle V of the prior art (curves c1 to c3) and of fig. 3 (equipped with the control device DC). In this graph, the first, second and third curves c1, c2 and c3 correspond respectively to the different first, second and third strokes performed by the prior art vehicle, and the fourth curve c4 corresponds to this same third stroke performed by the vehicle V. Reference numeral eci denotes an initial state of charge of the energy storage device and reference numeral ecf denotes a final state of charge of the same energy storage device, towards which the final state of charge is approached at the end of the determined trip.

During the first stroke c1 and the second stroke c2, the final charge state ecf is not reached, which means that energy remains in the energy storage device at the end of the stroke. Therefore, it is possible to use this energy and consume less fuel, which means that the consumption is not optimal.

During the third stroke c3 of the prior art, the final state of charge ecf is reached very early, and therefore only the first drive motor MM1 is used to carry out the second half of the stroke. Thus, the vehicle V may have passed through the urban area without using its second drive machine MM2, which means that the consumption is not optimal.

During the third journey c4 of the invention, the final state of charge ecf was not reached at the end of the journey, and therefore the vehicle V may be able to pass through the urban area at the end using only its second drive motor MM 2. This means that the consumption is optimal.

The greater the number of portions pj resulting from the subdivision of the stroke, the greater the accuracy of the required energy e 1.

For example, in sub-step 20 of steps 10-60, (control means DC) may determine to subdivide the stroke into a first portion p1, a second portion p2, a third portion p3, a fourth portion p4 and a fifth portion p5(j ═ 1 to 5).

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

All these different average speeds are respectively associated with different portions pj of the travel and are here provided by the monitoring computer CS.

It is noted that in sub-step 20 of steps 10-60, the required energy e1 can be determined in at least three different ways (by the control means DC).

In a first way, the required energy e1 can be determined by means of a rule based on the expected average speed over the stroke (control device DC). This average speed is determined, for example, on the basis of the number of kilometers and the estimated duration of the journey, which are (here) provided by the navigation aid DAN. For example, e1 ═ a + B average speed + C (average speed) may be used²Wherein A, B and C are predefined constants as determined by simulation in the laboratory.

In a second way, (the control means DC) may first determine each quantity of energy required on average for walking through the portion of each portion pj, according to an adjustable parameter multiplied by the distance associated with each portion pj of the stroke, and then, (the control means DC) may determine the required energy e1 by adding all these determined quantities. This adjustable parameter is for example the consumption per kilometre at the average speed of each portion (or subdivision) pj of said journey. That is, each amount of energy required for the part average of each part pj for running through the stroke is multiplied by the distance remaining to be run through on that part pj, and then all are added.

In a third way, the (control means DC) may first determine the first required energy e11 (as in the first way) by means of a rule based on the expected average speed over the stroke, on the one hand, and on the other hand, determine each quantity of the partial average required energy for walking through each portion pj by multiplying the distance associated with each portion pj of the stroke by an adjustable parameter, and then determine the second required energy e12 (as in the second way) by adding all these determined quantities. Then, the greater of the determined first required energy e11 and second required energy e12 may be employed (by the control device DC) as the required energy e 1.

It is further noted that in sub-step 20 of steps 10-60, (control means DC) may also determine the available energy e2 by multiplying the maximum energy storable by the energy storage means DS at the considered moment by the percentage of the available energy in this energy storage means DS. This percentage of available energy is information that is periodically determined by a computer associated with the energy storage device DS, and therefore said information is easily accessible. For example, the maximum energy that can be stored by the energy storage device DS at the considered time can be based on the wear of the energy storage device DS.

It is further noted that in

sub-steps

50 and 60 of steps 10-60, the control means DC may use a first threshold s1 and a second threshold s2 (determined in a laboratory or factory) that are predefined, or that are calculated in real time by said control means, for example from torques normally observed during certified driving.

It is noted that, as shown in a non-limiting manner in fig. 4, the control device DC may also comprise, in addition to its read memory MD and the processor PR, a mass memory MM, in particular for storing data defining said journey and the relative different portions pj and different percentages of this journey and different average transit speeds, the maximum possible energy storable by the energy storage device DS and the percentage of energy available in this energy storage device DS, and intermediate data occurring in all calculations and processes. Furthermore, the control device DC may also comprise an input interface IE for receiving data defining at least the journey and the relevant different portions pj and different percentages of the journey and different average transit speeds, and possibly the maximum energy that can be stored and the percentage of energy available, for use in calculations or processing, optionally after formatting and/or demodulating and/or amplifying these data, in a manner known per se, by means of a digital signal processor PR'. Furthermore, the control device DC can also comprise an output interface IS, in particular for communicating commands, requirements and messages at least for the monitoring computer CS, in particular the first threshold value s1 or the second threshold value s2 to be used.

It is further noted that the present invention also provides a computer program product (or computer program) comprising a set of instructions adapted to implement the control method described above when executed by a processing means (for example a processor PR) of the electronic circuit (or hardware) type to control the starting of the first driving machine MM1 of the hybrid GMP of the vehicle V.

It is further noted that one or more sub-steps of the control method may be performed by different components. Thus, the control method may be implemented by a plurality of digital signal processors, a read memory, a mass storage, an input interface, an output interface.

The invention enables the driver of the vehicle V (or a possible driver assistance device fitted to the vehicle V and responsible for automatic (or autonomous) driving) to optimize the discharge of the energy storage device DS and the fuel consumption in order to end the journey by consuming all the cheapest energy (stored in DS), while at the same time preserving the possibility of ending his journey with the arrival in the urban area only by means of the (non-thermal) second drive machine MM 2.

Claims

1. A control method for a vehicle (V) comprising a power system including a first drive machine (MM1) of thermal power and a second drive machine (MM2) of non-thermal power, which is supplied with energy from an energy storage Device (DS), characterized in that the control method comprises the steps (10-60) of, in the presence of a journey determined for the vehicle (V), determining a subdivision of the journey into at least two sections differing in average speed of passage and determining the percentage of the distance that the sections occupy in the journey, then determining the required energy for carrying out the journey by using only the second drive machine (MM2) from the sections of the journey and the determined relative percentages, and then, if the determined required energy is lower than the energy available in the energy storage Device (DS), -using a first starting torque threshold of the first drive machine (MM1) which facilitates moving the vehicle (V) by means of the second drive machine (MM2), and-if the determined required energy is above the available energy-using a second starting torque threshold of the first drive machine (MM1) which is strictly below the first starting torque threshold and facilitates moving the vehicle (V) by means of the first drive machine (MM 1).

2. Control method according to claim 1, characterized in that in said step (10-60) it is determined to subdivide said stroke into a first part, a second part, a third part, a fourth part and a fifth part.

3. The control method according to claim 2, characterized in that said first portion relates to a first average transit speed lower than 30km/h, said second portion relates to a second average transit speed higher than said first average transit speed and lower than 50km/h, said third portion relates to a third average transit speed higher than said second average transit speed and lower than 70km/h, said fourth portion relates to a fourth average transit speed higher than said third average transit speed and lower than 90km/h, and said fifth portion relates to a fifth average transit speed higher than said fourth average transit speed.

4. A control method according to any one of claims 1-3, characterised in that in said step (10-60) said required energy is determined by means of a rule based on an expected average speed over the stroke.

5. A control method according to any one of claims 1-3, characterised in that in said step (10-60) each quantity of the part-wise average required energy for walking through each part is determined by multiplying the distance associated with each part of the stroke by an adjustable parameter, and then said required energy is determined by adding all the determined quantities.

6. A control method according to any one of claims 1-3, characterised in that in said step (10-60) a first required energy is determined by means of a rule based on an expected average speed over the stroke, and each quantity of partial average required energy for running through each part is determined by multiplying an adjustable parameter by the distance associated with each part of the stroke, then a second required energy is determined by adding all the determined quantities, and then the greater of the determined first and second required energies is used as the required energy.

7. A computer program product comprising a set of instructions which, when executed by a processing means, is adapted to implement the control method according to any one of claims 1 to 6 for controlling the starting of a thermodynamic first drive machine (MM1) of a power system of a vehicle (V) when there is a journey determined for the vehicle (V), the power system further comprising a non-thermodynamic second drive machine (MM2) which is supplied with energy by an energy storage Device (DS).

8. A control Device (DC) for a vehicle (V) comprising a power system comprising a first drive machine (MM1) of thermal power and a second drive machine (MM2) of non-thermal power, which is supplied with energy from an energy storage Device (DS), characterized in that the control device comprises at least one Processor (PR) and at least one Memory (MD) arranged for performing operations that involve, in the presence of a journey determined for the vehicle (V), determining a subdivision of the journey into at least two sections differing in average speed of passage and determining a percentage of the sections over a distance that the sections occupy in the journey, then determining the required energy for performing the journey by using only the second drive machine (MM2) as a function of the sections of the journey and the determined relative percentage, then, if the determined required energy is below the available energy in the energy storage (DS), a first starting torque threshold of the first drive machine (MM1) is specified, which facilitates moving the vehicle (V) by means of the second drive machine (MM2), and if the determined required energy is above the available energy, a second starting torque threshold of the first drive machine (MM1) is specified, which is strictly below the first starting torque threshold and facilitates moving the vehicle (V) by means of the first drive machine (MM 1).

9. A vehicle (V) comprising a power system comprising a first driving machine (MM1) of thermal power and a second driving machine (MM2) of non-thermal power, which is supplied with energy from an energy storage Device (DS), characterized in that the vehicle further comprises a control Device (DC) according to claim 8.

10. Vehicle according to claim 9, characterized in that the second drive machine (MM2) is an electric motor and the energy storage Device (DS) is a rechargeable battery.