FR3106121A1 - Method and device for determining a torque setpoint for a vehicle - Google Patents

Abstract

The invention relates to a method and a device for determining a torque setpoint for a vehicle (10). For this purpose, the loaded mass of the vehicle (10) is determined. The slope of a traffic lane on which the vehicle is traveling (10) is also determined as well as the resistance to movement of the vehicle (10), the resistance to movement including, for example, aerodynamic forces and rolling resistance. The torque setpoint is finally determined as a function of the mass, the slope, the resistance to movement, a rolling radius of the vehicle's wheels (10) and a longitudinal acceleration setpoint of the vehicle (10). , this acceleration setpoint being for example supplied by the adaptive vehicle speed regulation system (10). Figure for the abstract: Figure 1

Description

Method and device for determining torque setpoint for vehicle

The invention relates to methods and devices for determining a torque setpoint for a vehicle, in particular an automobile. The invention also relates to a method and a device for controlling an adaptive cruise control system for a vehicle.

Technology background

Some contemporary vehicles are equipped with functions or system(s) or driving assistance, known as ADAS (from the English "Advanced Driver-Assistance System" or in French "Advanced Driving Assistance System"). Among these systems, the adaptive cruise control system, known as ACC (Adaptice Cruise Control), has the primary function of automatically regulating, in an adaptive manner, the speed of vehicles equipped with it according to their environment. Such an ACC system determines one or more acceleration setpoints as a function of a speed setpoint and information relating to the environment of the vehicle, the acceleration setpoint(s) being capable of regulating the speed of the vehicle in an adaptive manner , that is to say taking into account the environment of the vehicle. This environmental information corresponds for example to the distance between the vehicle equipped with the ACC system and a vehicle traveling in front, to the speed (for example relative) of the vehicle traveling in front, to a regulatory speed limit, to the presence of a bend and/or the presence of a crossroads.

The acceleration setpoint(s) are currently determined from a control law based on estimates of the torque supplied by a powertrain (for example a heat or electric motor) to one or more wheels of the vehicle and the current acceleration of the vehicle.

One of the problems encountered is that the estimates of the torque and the current acceleration of the vehicle are sometimes imprecise, which generates errors in the calculation, via the control law, of the torque to be supplied to the wheels of the vehicle to respect the setpoint. 'acceleration. Such errors can therefore lead to the distance to be observed between the vehicle fitted with the ACC system and the vehicle in front not being respected.

Indeed, the estimation of the torque with the current methods can prove to be erroneous, in particular when the vehicle is in a phase of braking and/or changing gear. Moreover, the current acceleration of the vehicle is estimated from the derivative of the wheel speeds, i.e. after filtering, which induces a delay with respect to the real current value of the acceleration.

An object of the present invention is to propose an alternative to the determination of the torque to be supplied in order to comply with an acceleration setpoint.

Another object of the present invention is to improve the reliability of a vehicle ACC system.

According to a first aspect, the invention relates to a method for determining a torque setpoint to be applied to at least one wheel of a vehicle, the method being implemented by the vehicle, the method comprising the following steps:

- determination of a first piece of information representative of a laden mass of the vehicle;

- determination of a second piece of information representative of a slope of a traffic lane on which the vehicle is traveling;

- determination of a third piece of information representative of a resistance to the movement of the vehicle;

- determination of the torque setpoint according to the first information, the second information, the third information, a longitudinal acceleration setpoint of the vehicle and a rolling radius of the at least one wheel.

According to a variant, the determination of the torque setpoint is also a function of a current phase of operation of the vehicle, the current phase corresponding to one of the following operating phases:

- first phase corresponding to a braking phase;

- second phase corresponding to a gear ratio change phase;

- third phase corresponding to a rolling phase excluding the first phase and excluding the second phase.

According to another variant, a first control law is implemented for the determination of the setpoint when the current phase of the vehicle corresponds to the first phase and/or to the second phase and a second control law is implemented for the determination of the setpoint when the current phase of the vehicle corresponds to the third phase.

According to an additional variant, the torque setpoint is determined from the following equation:

C = R*(M*g*sin(α) + f(V) + M*γ _ref (t)),

where C corresponds to the torque setpoint, R to the rolling radius of the wheel, M to the first information, g to the acceleration of gravity, α to the second information, f(V) to the third information, and γ _ref (t) to the longitudinal acceleration setpoint of the vehicle as a function of time.

According to yet another variant, the longitudinal acceleration setpoint of the vehicle is received from an adaptive vehicle speed regulation system.

According to an additional variant, the laden mass of the vehicle comprises an unladen mass of the vehicle and a mass of the load on board the vehicle.

According to another variant, the third information representative of a resistance to movement comprises information representative of an aerodynamic force and information representative of a rolling resistance.

According to a second aspect, the invention relates to a device configured to determine a torque setpoint to be applied to at least one wheel of a vehicle, the device comprising a memory associated with a processor configured for the implementation of the steps of the method according to the first aspect of the invention.

According to a third aspect, the invention relates to a vehicle, for example of the automotive type, comprising a device as described above according to the second aspect of the invention.

According to a fourth aspect, the invention relates to a computer program which comprises instructions adapted for the execution of the steps of the method according to the first aspect of the invention, this in particular when the computer program is executed by at least one processor.

Such a computer program can use any programming language, and be in the form of source code, object code, or intermediate code between source code and object code, such as in a partially compiled form, or in any other desirable form.

According to a fifth aspect, the invention relates to a computer-readable recording medium on which is recorded a computer program comprising instructions for the execution of the steps of the method according to the first aspect of the invention.

On the one hand, the recording medium can be any entity or device capable of storing the program. For example, the medium may comprise a storage means, such as a ROM memory, a CD-ROM or a ROM memory of the microelectronic circuit type, or even a magnetic recording means or a hard disk.

On the other hand, this recording medium can also be a transmissible medium such as an electrical or optical signal, such a signal being able to be conveyed via an electrical or optical cable, by conventional or hertzian radio or by self-directed laser beam or by other ways. The computer program according to the invention can in particular be downloaded from an Internet-type network.

Alternatively, the recording medium may be an integrated circuit in which the computer program is incorporated, the integrated circuit being adapted to execute or to be used in the execution of the method in question.

Brief description of figures

Other characteristics and advantages of the invention will emerge from the description of the non-limiting embodiments of the invention below, with reference to the appended figures 1 to 3, in which:

schematically illustrates a vehicle equipped with an adaptive cruise control system, according to a first particular embodiment of the present invention;

schematically illustrates a device configured to determine a torque setpoint for the vehicle of FIG. 1, according to a particular embodiment of the present invention;

illustrates a flowchart of the different steps of a method for determining a torque setpoint for the vehicle of FIG. 1, according to a particular embodiment of the present invention.

A method and a device for determining a torque setpoint to be applied to one or more wheels of a vehicle will now be described in the following with reference in conjunction to Figures 1 to 3.

According to a particular and non-limiting embodiment of the invention, a method for determining a torque setpoint for a vehicle comprises the determination of first information representative of a laden mass of the vehicle, the laden mass corresponding by example to the sum of the empty mass of the vehicle and the mass of the load (comprising for example the driver, one or more passengers, luggage) on board the vehicle. A second piece of information representative of a slope of a traffic lane on which the vehicle is traveling is also determined as well as a third piece of information representative of a resistance to movement of the vehicle, the resistance to movement comprising for example the aerodynamic forces and the rolling resistance. The torque setpoint is finally determined as a function of the first piece of information, the second piece of information, the third piece of information, a radius of rolling of the wheels of the vehicle and a setpoint of longitudinal acceleration of the vehicle, this setpoint of acceleration being for example provided by the ACC system of the vehicle.

The determination of the torque setpoint to be provided by the powertrain from the laden mass of the vehicle, the slope of the road, the resistance to movement and the acceleration setpoint makes it possible to propose a new control law for calculating the torque to be supplied by ignoring variables such as the current acceleration and the current torque supplied by the powertrain, thus avoiding having to estimate these variables which are sources of error and inaccuracy. The torque setpoint to be supplied is thus more precise and less prone to errors, in particular in certain phases of running of the vehicle such as the braking phase and/or the gear change phase.

schematically illustrates a vehicle 10 equipped with an adaptive cruise control system, according to a first particular and non-limiting embodiment of the present invention.

FIG. 1 illustrates a vehicle 10, for example a motor vehicle, carrying an automatic speed regulation system, called the ACC system. When the ACC system is activated, the ACC system aims to achieve a setpoint acceleration, called γ _ref (t), which varies over time 't' and which makes it possible to maintain or reach a regulation speed and/or to maintain a determined safety distance vis-à-vis a vehicle 11 upstream of the vehicle 10, that is to say a vehicle 11 traveling in front of the vehicle 10 in the same direction of traffic on the same traffic lane .

Of course, the vehicle 10 is not limited to a vehicle of the automobile type but extends to any type of land vehicle, for example a car, a bus, a truck, a utility vehicle or a motorcycle.

The vehicle 10 advantageously comprises a powertrain, optionally coupled to a gearbox, the powertrain being intended to produce a torque to turn the wheels of the vehicle 10. The powertrain corresponds for example to a heat engine, an electric motor or to a combination of electric motor and heat engine (for so-called hybrid vehicle).

The vehicle 10 also embeds one or more sensors configured to detect objects located in the environment of the vehicle 10, for example the vehicle 11. The sensor or sensors are advantageously associated with the ACC system to determine the presence of the vehicle 11 and the distance separating the vehicle 10 of the vehicle 11. The sensor or sensors correspond for example to one or more millimeter wave radars, to one or more LIDARs (from the English "Light Detection And Ranging", or "Detection and estimation of the distance by the light” in French) and/or one or more video cameras. The information obtained from these sensors allows the ACC system of the vehicle 10 to establish the values of the setpoint accelerations γ _ref (t) during the time 't'.

According to another example, the vehicle 10 and the vehicle 11 are each equipped with a communication device allowing communication of the vehicle-to-vehicle type, called V2V (from the English “Vehicle-to-Vehicle”) in the context of communications vehicle to everything, say V2X (from the English “Vehicle-to-Everything”). Such V2X communications are for example based on the 3GPP LTE-V or IEEE 802.11p standards of ITS G5.

The vehicles 10 and 11 communicate for example according to a direct communication mode, for example in accordance with:

- ITS G5 in Europe or DSRC (Dedicated Short Range Communications) in the United States of America, both of which are based on the IEEE 802.11p standard; Or

- LTE-V Mode 4 (from English “Long-Term Evolution – Vehicle Mode 4” or in French “Evolution à long terme –véhicle Mode 4”) which allows V2V communications, also called “sidelink” communications (or in French “side link”)) based on a direct communication interface of LTE called PC5; such technology is described for example in the article entitled “Analytical Models of the Performance of C-V2X Mode 4 Vehicular Communications”, written by Manuel Gonzalez-Martin, Miguel Sepulcre, Rafael Molina-Masegosa and Javier Gozalvez, and published in 2018 .

In such a V2V communication mode, the vehicle 10 receives from the vehicle 11 information such as the current speed of the vehicle 10, the current acceleration or deceleration of the vehicle 11 and/or the activation of the braking system of the vehicle 11, this information being for example used by the ACC system of the vehicle 10 to establish the values of the setpoint accelerations γ _ref (t) during the time 't'.

According to a particular and non-limiting example of embodiment, the vehicle 10 comprises a transmission chain comprising:

- a thermal type powertrain;

- one or more computers configured to supervise the operation of the powertrain and in particular to determine the torque setpoints to be applied to the wheels of the vehicle 10 (for example the wheels of the front axle of the vehicle 10);

- a clutch;

- a gearbox, for example a manual gearbox (not piloted), an automatic gearbox, called BVA, a piloted gearbox.

The gearbox advantageously comprises an input (or primary) shaft intended to receive the torque generated by the powertrain via the clutch, and an output shaft intended to receive this torque via the input shaft to transmit it to a transmission shaft to which it is coupled, the transmission shaft being coupled (indirectly) to the wheels, for example to the wheels of the front axle, for example via a front differential.

The ACC system or a computer of this system advantageously transmits the acceleration setpoints γ _ref (t) that it has determined to the computer(s) supervising the operation of the powertrain, in particular so that the latter(s) s) determine(s) the torque setpoints to be generated by the powertrain to comply with the acceleration setpoints γ _ref (t) and regulate the speed of the vehicle 10.

To achieve a setpoint acceleration γ _ref (t), a control strategy (also called control law) corresponding to the sum of two terms is implemented, these two terms corresponding respectively to a first term corresponding to the adaptive control by action feedforward and a second term corresponding to a feedback control loop.

The first term called “feedforward” is used to estimate the command that should be generated to obtain the reference acceleration γ _ref (t) and the second term is used to correct the inaccuracies of the control law.

The invention relates only to the first term. This first term is obtained from the following equation 1:

Or:

- M ₀ corresponds to the empty mass of the vehicle 10;

- ΔM corresponds to the mass of the load of the vehicle 10, that is to say the additional mass induced by the driver, the passenger(s), the luggage, etc.

- γ corresponds to the longitudinal acceleration of the vehicle 10;

- C _wheel corresponds to the torque at the wheel, obtained by the engine torque generated by the powertrain of the vehicle and/or by the brake torque generated by the braking system of the vehicle 10;

- R _rolling corresponds to the rolling radius of the wheels on which the motor and/or brake torque is applied;

- g is the acceleration due to gravity;

- α corresponds to the slope of the road or of the traffic lane on which the vehicle 10 is traveling;

- f(V) corresponds to the resistance to movement (function of the speed V of the vehicle 10), that is to say the sum of the rolling resistance (typically constant and function of the vehicle load, the opening and/or of the gripper of the running gear of the vehicle 10) and of the aerodynamic forces (typically a function of the speed of the vehicle).

The torque at the wheel 'C _wheel ' to be generated as a function of the acceleration setpoint γ _ref (t) is deduced from equation 1 and is obtained by the following equation 2:

The rolling radius is for example stored in the memory of a computer of the on-board system of the vehicle 10 and is received from this memory by the computer in charge of determining or calculating the torque at the wheel to be delivered by the powertrain.

The laden mass 'M' of the vehicle equal to M ₀ + ΔM is determined according to the engine torque supplied to the wheels by the powertrain, the speed of rotation of the wheels, the pressure of the master cylinder of the braking system, and the slope of the traffic lane, excluding the braking phase and excluding the gearshift phase of the vehicle 10, according to a method known to those skilled in the art and described in the document FR2765682A1. Once determined, the laden mass of the vehicle is recorded in the memory of a computer to then be used in the calculation of the torque at the wheel 'C _wheel ', in particular when the vehicle 10 is in a braking phase and/or a gear change phase.

According to a variant, the laden mass of the vehicle 10 is determined as a function of the variation of the driving force generated at the wheels of the vehicle 10, as a function of the radius of the wheels, of the variation of the acceleration, of the empty mass of the vehicle 10 and of the speed of the vehicle 10, according to a method known to those skilled in the art and described in the document FR3054660A1.

The slope α of the traffic lane taken by the vehicle 10 is for example determined by using the estimated longitudinal acceleration of the vehicle and the longitudinal acceleration supplied by the sensors of an electronic stability control system, called the ESC system ( from English "Electronic Stability Control"). The sensors of such a system correspond to the yaw sensor, wheel speed sensor and steering angle sensor.

According to an advantageous variant, the slope α of the traffic lane is determined from an accelerometer on board the vehicle 10 and configured to measure the slope and the direction of the slope.

According to yet another variant, the slope α of the traffic lane is determined from the information provided by a navigation system, the slope information being associated with the navigation information provided by the satellite positioning system, such as the system GPS (from the English "Global Positioning System" or in French "Système mondial de position") for example. The navigation system corresponds for example to a system embedded in the vehicle 10 or to a system installed on a communication device such as a smart telephone (from the English “smartphone”) connected to the vehicle 10 via a wireless link ( for example of the Bluetooth® or Wifi® type) or wired (for example of the USB type (from the English “Universal Serial Bus” or in French “Universal Serial Bus”)).

The term f(V) corresponding to the resisting forces, that is to say the forces of resistance to the advancement of the vehicle 10 (sum of the aerodynamic drag forces, the rolling resistance forces (tyres, suspensions, shock absorbers) and weight of the vehicle on a slope), is for example determined from the following equation 3:

Where E(t) corresponds to the longitudinal force which can be measured, advantageously in the rolling phases of the vehicle 10 excluding the braking phase and excluding the gearshift phase, with the following equation 4:

E(t) can thus be calculated by estimating the torque at the wheel provided by the powertrain, the estimate being error-free in the rolling phases of the vehicle 10 excluding the braking phase and excluding the gearshift phase.

As the term f(V) varies only with the speed of the vehicle 10, its dynamic is low and it is possible to determine the characteristic of f(V) as a function of the speed of the vehicle 10, when the vehicle 10 is in a rolling phase, excluding the braking phase and the gear change phase.

During the braking and/or gear change phases of the vehicle 10, the term f(V) is determined from the current speed of the vehicle 10 and the characteristic of f(V) determined outside of the braking and gear change phase. report.

Once the laden mass of the vehicle 10, the slope of the taxiway, the rolling radius of the wheels, the resistant forces and the acceleration setpoint have been determined, the torque setpoint to be supplied to the wheels of the vehicle 10 to reach the acceleration setpoint is advantageously determined from equation 2. The torque at the wheel is determined from equation 2 in all the driving phases of the vehicle 10, in particular the braking phase and/or the gear change.

The determination of the torque setpoint to be supplied to the wheels of the vehicle 10 from equation 2, that is to say from the laden mass of the vehicle 10, the slope of the taxiway, the rolling radius of the wheels, of the resisting forces and of the acceleration setpoint is particularly advantageous when the vehicle 10 is in a braking phase and/or in a gear change phase. Indeed, the determination from equation 2 makes it possible to dispense with measuring the current wheel torque supplied by the powertrain during such braking and/or gear change phases, the estimation of the torque at the wheel provided during these phases being subject to error or inaccuracy.

According to a particular and non-limiting embodiment of the invention, the determination of the torque setpoint at the wheel is obtained via a first control law (corresponding to equation 2) when the vehicle 10 is in a braking phase and/or a gearshift phase. According to this particular embodiment, the determination of the torque setpoint at the wheel is obtained via a second control law when the vehicle 10 is in a rolling phase outside the braking phase and outside the gear change phase. The second control law corresponds to the following equation 5:

The second control law uses for example a value of E(t) at a current instant 't' determined from the estimate of the torque at the wheel provided by the powertrain, such an estimate being reliable since the vehicle 10 is is in a driving phase outside the braking phase and outside the gear change phase.

schematically illustrates a device 2 configured to determine a torque setpoint to be applied to at least one wheel of a vehicle, for example the vehicle 10, according to a particular and non-limiting example embodiment of the present invention. The device 2 corresponds for example to a device on board the vehicle 10, for example a computer.

The device 2 is for example configured for the implementation of the operations described with regard to FIG. 1 and/or the steps of the method described with regard to FIG. 3. Examples of such a device 2 comprise, without being limited thereto , on-board electronic equipment such as a vehicle's on-board computer, an electronic computer such as an ECU ("Electronic Control Unit"), a smart telephone (from the English "smartphone"), a tablet, a laptop. The elements of device 2, individually or in combination, can be integrated in a single integrated circuit, in several integrated circuits, and/or in discrete components. The device 2 can be made in the form of electronic circuits or software (or computer) modules or else a combination of electronic circuits and software modules. According to different particular embodiments, the device 2 is coupled in communication with other similar devices or systems, for example via a communication bus or through dedicated input/output ports.

The device 2 comprises one (or more) processor(s) 20 configured to execute instructions for carrying out the steps of the method and/or for executing the instructions of the software or software embedded in the device 2. The processor 20 can include integrated memory, an input/output interface, and various circuits known to those skilled in the art. The device 2 further comprises at least one memory 21 corresponding for example to a volatile and/or non-volatile memory and/or comprises a memory storage device which can comprise volatile and/or non-volatile memory, such as EEPROM, ROM, PROM, RAM, DRAM, SRAM, flash, magnetic or optical disk.

The computer code of the on-board software or software comprising the instructions to be loaded and executed by the processor is for example stored on the first memory 21.

According to a particular and non-limiting embodiment, the device 2 comprises a block 22 of interface elements for communicating with external devices, for example a remote server or the "cloud", on-board sensors, devices such as radar or camera. Block 22 interface elements include one or more of the following interfaces:

- RF radio frequency interface, for example of the Bluetooth® or Wi-Fi® type, LTE (from English “Long-Term Evolution” or in French “Evolution à long terme”), LTE-Advanced (or in French LTE-avanced );

- USB interface (from the English “Universal Serial Bus” or “Bus Universel en Série” in French);

- HDMI interface (from the English “High Definition Multimedia Interface”, or “Interface Multimedia Haute Definition” in French);

- LIN interface (from English “Local Interconnect Network”, or in French “Réseau interconnecté local”).

According to another particular embodiment, the device 2 comprises a communication interface 23 which makes it possible to establish communication with other devices (such as other computers of the on-board system) via a communication channel 230. The interface communication interface 23 corresponds for example to a transmitter configured to transmit and receive information and/or data via the communication channel 230. The communication interface 23 corresponds for example to a wired network of the CAN type (from the English “ Controller Area Network” or in French “Réseau de Contrôleurs”), CAN FD (from the English “Controller Area Network Flexible Data-Rate” or in French “Réseau de Contrôleurs à Flow de Data Flexible”), FlexRay or Ethernet.

According to an additional particular embodiment, the device 2 can supply output signals to one or more external devices, such as a display screen, one or more loudspeakers and/or other peripherals respectively via interfaces output not shown.

illustrates a flowchart of the different steps of a method for determining a torque setpoint to be applied to at least one wheel of a vehicle, for example of the vehicle 10, according to a particular and non-limiting example embodiment of the present invention. The method is for example implemented by the vehicle 10 or by the device 2 of FIG. 2 on board the vehicle 10.

In a first step 31, a first piece of information representative of a laden mass of the vehicle is determined.

In a second step 32, a second piece of information representative of a slope of a traffic lane on which the vehicle is traveling is determined.

In a third step 33, third information representative of a resistance to movement of the vehicle is determined.

In a fourth step 34, the torque setpoint is determined as a function of the first piece of information, the second piece of information, the third piece of information, a radius of rolling of the wheels of the vehicle and a setpoint of longitudinal acceleration of the vehicle.

Of course, the invention is not limited to the embodiments described above but extends to a method for controlling a vehicle as a function of the torque setpoint at the determined wheel, and to the device configured for setting implementation of the process.

The invention also relates to a vehicle, for example an automobile or more generally a land motor vehicle, comprising the device 2 of FIG. 2.

The invention also relates to a system comprising the device 2 connected to the ACC system of the vehicle.

Claims (10)

Method for determining a torque setpoint to be applied to at least one wheel of a vehicle (10), said method being implemented by said vehicle (10), said method comprising the following steps:
- determination (31) of a first piece of information representative of a laden mass of said vehicle (10) from data obtained from sensors and/or devices on board said vehicle (10) during a rolling phase of said vehicle ( 10) out of braking phase and out of gear ratio change phase;
- determination (32) of a second piece of information representative of a slope of a traffic lane on which said vehicle (10) is traveling from data measured by a plurality of sensors of an on-board electronic trajectory control system in said vehicle (10) or from information received from a navigation system on board said vehicle (10);
- determination (33) of a third piece of information representative of a resistance to movement of said vehicle (10) from at least one wheel torque value supplied by a powertrain of said vehicle (10) during said phase of running of said vehicle (10) out of the braking phase and out of the gear ratio change phase and starting from a current speed of said vehicle (10);
- determination (34) of said torque setpoint as a function of said first information, of said second information, of said third information, of a longitudinal acceleration setpoint of said vehicle (10) and of a rolling radius of said au minus one wheel. Method according to claim 1, for which the determination (34) of said torque setpoint is also a function of a current phase of operation of said vehicle (10), said current phase corresponding to one of the following operating phases:
- first phase corresponding to said braking phase;
- second phase corresponding to said gear ratio change phase;
- Third phase corresponding to said rolling phase excluding first phase and excluding second phase. Method according to claim 2, for which a first control law is implemented for determining said set point when the current phase of said vehicle (10) corresponds to said first phase and/or to said second phase and a second control law is implemented for determining said setpoint when the current phase of said vehicle (10) corresponds to said third phase. Method according to one of Claims 1 to 3, for which the said torque setpoint is determined from the following equation:
C = R*(M*g*sin(α) + f(V) + M*γ _ref (t)),
where C corresponds to the torque setpoint, R to the rolling radius of the wheel, M to the first information, g to the acceleration of gravity, α to the second information, f(V) to the third information, and γ _ref (t) to the longitudinal acceleration setpoint of said vehicle (10) as a function of time. Method according to one of claims 1 to 4, for which said longitudinal acceleration setpoint of said vehicle (10) is received from an adaptive speed regulation system of said vehicle (10). Method according to one of Claims 1 to 5, for which the said loaded mass of the vehicle (10) comprises an unladen mass of the vehicle (10) and a load mass on board the said vehicle (10). Method according to one of Claims 1 to 6, for which the said third piece of information representative of a resistance to movement comprises a piece of information representing an aerodynamic force and a piece of information representing a rolling resistance. Device (2) configured to determine a torque setpoint to be applied to at least one wheel of a vehicle, said device comprising a memory (21) associated with at least one processor (20) configured for the implementation of the steps of the method according to any one of claims 1 to 7. Vehicle (10) comprising the device (2) according to claim 8. Computer program product comprising instructions adapted for the execution of the steps of the method according to one of Claims 1 to 7, when the computer program is executed by at least one processor.