CONTROL OF A PREVENTIVE APPROVAL FILTER FUNCTION DURING A CHANGE OF POSITION OF A CONTROL DEVICE OF A LAND VEHICLE

Abstract

A method is performed in a land vehicle comprising a powertrain providing engine torque as a function of a master torque setpoint and controlled by a control device having at least two different positions, and a preventive drivability filter function delivering a master torque setpoint for the powertrain that represents the driver's acceleration intent. This method includes a step (10-30) in which, when the preventive drivability filter function delivers a non-zero master torque setpoint that induces zero vehicle speed, the use of this preventive drivability filter function is prohibited during a chosen change in the control device position so that the vehicle maintains zero speed. Figure 3

Description

Title of the invention: CONTROL OF A PREVENTIVE APPROVAL FILTER FUNCTION DURING A CHANGE OF POSITION OF A CONTROL DEVICE OF A LAND VEHICLE Technical field of the invention

[0001] The invention relates to land vehicles comprising a powertrain (or GMP) controlled by a multi-position control device and a so-called "preventive approval filter" function, and more precisely to the control of the use of this preventive approval filter function during a change of position of such a control device. State of the art

[0002] Certain land vehicles, possibly of the automobile type, comprise, on the one hand, a powertrain (or GMP) capable of providing an engine torque as a function of a main torque setpoint and controlled by a control device (such as for example a gear change lever) with multiple positions, and, on the other hand, a so-called "preventive approval filter" function capable of delivering for this powertrain a main torque setpoint representative of the driver's acceleration desire.

[0003] It is recalled that the preventive approval filter function aims to significantly reduce the oscillations of the transmission chain when passing mechanical clearances. It therefore allows a preventive correction action on the oscillations generated by this passage of mechanical clearances on at least one axle of the vehicle, and consequently to significantly improve the longitudinal approval of the vehicle while typifying its longitudinal dynamics. The approval filter function consists in particular of filtering a torque request, defined from the acceleration desire of the driver of the vehicle (generally by pressing the accelerator pedal), to obtain a main torque setpoint.It should be noted that the main torque setpoint can then possibly be adapted by adding an offset coefficient to obtain an adapted main torque setpoint which is then used to define a mechanical clearance transition torque for the GMP.

[0004] In the vehicles described above, it happens, when the preventive approval filter function delivers a non-zero main torque setpoint inducing a zero speed of the vehicle, that the latter moves suddenly during certain changes of position of its control device. This is particularly the case when the vehicle is stationary on an uphill slope with its control device in its forward position and the driver decides to engage the reverse position, or when the vehicle is stationary on a downhill slope with its control device in its reverse position and the driver decides to engage the forward position.

[0005] This sudden movement of the vehicle following the change of position results from the fact that the latter causes a sudden inversion of the value of the torque request (defined from the driver's desire to accelerate and changing suddenly from positive to negative (or vice versa)), and therefore the provision by the preventive approval filter of a main torque setpoint which changes from positive to negative (or vice versa) without abruptness. However, on the side of the management of the final torque setpoints of the GMP organs, as the vehicle is stopped on an upward (respectively downward) slope, the change between the forward and reverse positions automatically causes a production of a final torque setpoint of opposite sign to the sign of the main torque setpoint provided by the preventive approval filter.

[0006] This results in instability of the final torque setpoint and therefore the supply by the GMP of a non-constant torque which causes an unwanted sudden movement of the vehicle because the slope force is greater than the counter force of the GMP. This causes inconvenience for the vehicle's passengers and may prove dangerous for the vehicle and / or its immediate environment in the event of an impact.

[0007] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0008] It proposes in particular for this purpose a control method intended to be implemented in a land vehicle comprising, on the one hand, a powertrain capable of providing an engine torque as a function of a main torque setpoint and controlled by a control device having at least two different positions, and, on the other hand, a preventive approval filter function capable of delivering for this powertrain a main torque setpoint representative of an acceleration desire of a driver of the vehicle.

[0009] This control method is characterized by the fact that it comprises a step in which, when the preventive approval filter function delivers a non-zero main torque setpoint inducing a zero speed of the vehicle, the use of the preventive approval filter function is prohibited during a chosen change of position of the control device so that the vehicle maintains a zero speed.

[0010] Thanks to the invention, the preventive approval filter function no longer delivers a main torque setpoint very temporarily and therefore any instability of the final torque setpoints intended for the GMP components and consequently any sudden unwanted movement of the vehicle is avoided.

[0011] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0012] - in a first embodiment, in its step, when the device of control has forward and reverse gear positions associated respectively with opposite theoretical directions of movement of the vehicle, the use of the preventive approval filter function can be prohibited during a change from the forward gear position to the reverse gear position or from the reverse gear position to the forward gear position;

[0013] - in a second embodiment, in its step, when the device of control has at least three different positions, it is possible to determine in a table, establishing a correspondence between the different positions of the control device and values ​​of which at least three are different, whether the values ​​corresponding to the positions concerned by the change of position are different, and if so, it is possible to prohibit the use of the preventive approval filter function during the change of position;

[0014] - in a third embodiment, in its step, when the device of control has at least three different positions, it is possible to determine in a table, establishing a correspondence between the different positions of the control device and values ​​of which at least three are different, whether the values ​​corresponding to the two positions concerned by the change of position are different from each other and different by at least one chosen value, and if so, it is possible to prohibit the use of the preventive approval filter function during the change of position;

[0015] - in the second or third embodiment, in its step, when the control device has a parking position, a neutral position, a forward position and a reverse position, a table can be used establishing a correspondence between the parking and neutral positions and a first value, between the forward position and a second value, and between the reverse position and a third value.

[0016] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a land vehicle comprising, on the one hand, a powertrain capable of providing an engine torque as a function of a main torque setpoint and controlled by a control device having at least two different positions, and, on the other hand, a preventive approval filter function capable of delivering for this powertrain a main torque instruction representative of an acceleration desire of a driver of the vehicle, to control the use of this preventive approval filter function during a change of position of the control device.

[0017] The invention also proposes a control device, on the one hand, intended to equip a land vehicle comprising, on the one hand, a powertrain capable of providing an engine torque as a function of a main torque setpoint and controlled by a control device having at least two different positions, and, on the other hand, a preventive approval filter function capable of delivering for this powertrain a main torque setpoint representative of a desire to accelerate by a driver of the vehicle.

[0018] This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, when the preventive approval filter function delivers a non-zero main torque setpoint inducing a zero speed of the vehicle, in triggering a prohibition of the use of this preventive approval filter function during a chosen change of position of the control device so that the vehicle maintains a zero speed.

[0019] The invention also proposes a land vehicle, possibly of the automobile type, and comprising, on the one hand, a powertrain capable of providing an engine torque as a function of a main torque setpoint and controlled by a control device having at least two different positions, and a preventive approval filter function capable of delivering for this powertrain a main torque setpoint representative of a desire to accelerate by a driver of the vehicle, and, on the other hand, a control device of the type presented above.

[0020] For example, the powertrain may also include a thermal engine capable of providing engine torque. Brief description of the figures

[0021] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0022] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a vehicle comprising a control device according to the invention and a hybrid GMP transmission chain and supervision computer,

[0023] [Fig.2] schematically and functionally illustrates an example of the embodiment of a supervision calculator comprising an exemplary embodiment of a control device according to the invention,

[0024] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention, and

[0025] [Fig.4] schematically illustrates within a first diagram an example of temporal evolution (t in seconds) of the position of the control device, within a second diagram an example of temporal evolution of the variable prohibiting use of the preventive approval filter function, within a third diagram an example of temporal evolution of the torque demand (defined from the driver's desire to accelerate), within a fourth diagram an example of temporal evolution of a final torque setpoint, and within a fifth diagram an example of temporal evolution of the vehicle speed. Detailed description of the invention

[0026] The invention aims in particular to propose a control method, and an associated control device DC3, intended to allow control of the use of a preventive approval filter function of a vehicle V during a change of position of the control device DC4 of the latter (V).

[0027] In the following, it is considered, by way of non-limiting example, that the land vehicle V is of the automobile type. It is for example a car, as illustrated in [Fig.l]. But the invention is not limited to this type of land vehicle. It in fact relates to any type of land vehicle comprising a GMP transmission chain controlled by a multi-position control device and a preventive approval filter function. Thus, it relates in particular to utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and tracked vehicles, for example.

[0028] Furthermore, it is considered in the following, by way of non-limiting example, that the GMP is hybrid (thermal and electric). But the invention is not limited to this type of GMP. It also concerns all-electric GMPs, and therefore comprising at least one electric motor associated with at least one rechargeable battery (called main or traction) or a fuel cell (for example hydrogen). In general, the invention concerns all GMPs equipped with at least one electric motor / generator.

[0029] [Fig.l] schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (and therefore in particular with a thermal motor MMT and an electric motor MME) and controlled by a device DC4 control, a CS supervision calculator, a BA rechargeable battery, and a DC3 control device according to the invention.

[0030] As illustrated, the transmission chain also comprises, here, a drive shaft AM, a first coupling device DC1, a second coupling device DC2, a gearbox BV associated with the control device DC4, and a transmission shaft AT.

[0031] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0032] The thermal motor MMT comprises a crankshaft (not shown) which is fixedly secured to the engine shaft AM in order to drive the latter (AM) in rotation. This thermal motor MMT is capable of being coupled to the gearbox BV via the first coupling device DC1, as well as here via the second coupling device DC2 (optional). In addition, it (MMT) is capable of providing engine torque to move the vehicle V, on the order of the supervision computer CS.

[0033] This first coupling device DC1 delivers engine torque for at least one train T1 of drive wheels of the vehicle V when it is in an at least partially coupled (or closed) position and therefore when it couples (here) the thermal driving machine MMT and the electric driving machine MME to the primary shaft AP of the gearbox BV.

[0034] For example, the train T1 can be located in the front part PVV of the vehicle V. It is preferably, and as illustrated, coupled to the transmission shaft AT via a differential (here front) DV. But in a variant this train T1 could be that referenced T2 which is located in the rear part PRV of the vehicle V.

[0035] Also for example, the first coupling device DC1 can be a clutch (single or double). But it could also be a torque converter or a dog clutch.

[0036] The gearbox BV is automated and configurable by the associated control device DC4. This control device DC4 has at least two positions. For example, it conventionally has at least one parking position (P), one neutral position (N), one forward position (D) associated with a theoretical forward direction of travel of the vehicle V and one reverse position (R) associated with a theoretical backward direction of travel of the vehicle V. For example, the control device DC4 may be a gearshift lever which is actuated by the driver of the vehicle V.

[0037] As a non-limiting example, the gearbox BV may be of the so-called “double clutch (or DCT)” type. However, the invention is not limited to this type of gearbox.

[0038] In the example illustrated without limitation, the crankshaft of the driving machine The MMT thermal motor is also coupled to a CC belt, which is itself coupled to an AD alternator-starter which is supplied with electrical energy by the BA rechargeable battery (and which can also recharge the latter (BA)). Thus, the AD alternator-starter can provide torque to the CC belt, which can provide this torque to the crankshaft.

[0039] It should be noted that this rechargeable battery BA can, for example, be of the 48 V type. But this is not an obligation. Indeed, it could alternatively be of the 12 V, 24 V, or 400 V type for example.

[0040] The electric motor MME is (here) installed between the thermal motor MMT and the first coupling device DC1, and is capable of providing torque on the order of the supervision computer CS when it is supplied with electrical energy by the rechargeable battery BA. It (MME) can also be capable of recovering a regenerative braking torque, defined by a regenerative braking torque setpoint, to brake the vehicle V, this regenerative braking torque then being able to be used to recharge the rechargeable battery BA.

[0041] When the first coupling device DC1 has been placed in its fully coupled (or fully closed) state and the thermal motor MMT provides (positive) torque and / or the electric motor MME provides (positive) torque, the first coupling device DC1 delivers torque for the primary shaft AP of the gearbox BV.

[0042] It will also be noted that in the example illustrated non-limitingly in [Fig. 1] the transmission chain comprises a second coupling device DC2 installed between the thermal motor MMT and the first coupling device DC1, in order to allow coupling of the electric motor MME between the first DC1 and second DC2 coupling devices. Thus, when the second coupling device DC2 has been placed in its fully decoupled (or fully open) state, only the electric motor MME can provide torque upstream of the first coupling device DC1.

[0043] For example, this second coupling device DC2 can be a clutch.

[0044] It will also be noted that in the example illustrated non-limitingly in [Fig. 1] the first coupling device DC1, the possible second coupling device DC2, the electric motor MME and the gearbox BV are part of a gearbox assembly EBV. But this is not an obligation.

[0045] It will also be noted that the GMP could also comprise another electric motor MME associated with another coupling device coupled to the train T2 and capable of supplying engine torque to the latter (T2).

[0046] The vehicle V also includes here an accelerator pedal PA (or similar) which allows the driver to signal his desire to accelerate, which then serves to define a torque request (driver) of.

[0047] It will be noted that this accelerator pedal PA may possibly have a dual function so as to allow the implementation of a so-called “one pedal” function. This function allows, when it has been selected by the driver of the vehicle V, to use the accelerator pedal PA not only to accelerate the vehicle V, but also to decelerate (or brake) the vehicle V. When this single pedal function has been selected, part of the travel of the accelerator pedal PA is reserved for accelerating the vehicle V while the other part of the travel of this accelerator pedal PA is reserved for decelerating the vehicle V. The distribution of the two parts of the travel of the accelerator pedal PA is configurable during the development of the vehicle V.For example, the first 20 percent of the accelerator pedal PA can be used to manage the braking of the vehicle V and the remaining 80 percent of the accelerator pedal PA can be used to manage the acceleration of the vehicle V.

[0048] The vehicle V also provides a preventive approval filter function aimed at significantly reducing the oscillations of the transmission chain when passing mechanical clearances. It therefore allows a preventive correction action on the oscillations generated by this passage of mechanical clearances (here) on the train T1, and consequently to significantly improve the longitudinal approval of the vehicle V while typifying its longitudinal dynamics. The approval filter function can, for example, be provided by the supervision computer CS. It consists in particular of filtering the torque request (defined from the driver's acceleration desire (here a function of the depression of the accelerator pedal PA)), to obtain a main torque setpoint ccp (filtered and possibly adapted), and therefore representative of this acceleration desire. The possible adaptation consists of adding an offset coefficient.The main torque setpoint ccp is then used to define a mechanical clearance shift torque for the GMP.

[0049] As mentioned above, the invention proposes in particular a control method intended to enable the control of the use of the preventive approval filter function of the vehicle V during a change of position of the control device DC4.

[0050] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in FIGS. 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP ("Digital Signal Processor")), and at least one memory MD. This control device DC3 can therefore be produced in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it can be a microcontroller.

[0051] The MD memory is live in order to store instructions for implementation by the processor PR1 of at least part of the control process. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0052] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC3 is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC3 could comprise its own dedicated computer, which is then coupled to the supervision computer CS, or could be part of another computer on board the vehicle V and providing at least one other function, such as for example the computer responsible for providing the preventive approval filter function (when it is not the supervision computer CS).

[0053] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-30 which is implemented each time three conditions are met, namely that the driver begins to act on the control device DC4 to change its current position and that at the same time the preventive approval filter function delivers a non-zero main torque setpoint ccp and this main torque setpoint ccp induces a zero speed of the vehicle V. It will be noted that this last (and third) condition can, for example, result from the fact that the vehicle V is on an upward slope with its control device DC4 in its forward position or that the vehicle V is stopped on a downward slope with its control device DC4 in its reverse position.

[0054] Step 10-30 of the method comprises a sub-step 10 in which, as soon as a chosen change in position of the control device DC4 is detected, one (the control device DC3) begins by determining whether the three aforementioned conditions are simultaneously met.

[0055] If not, step 10-30 of the method ends in a sub-step 20.

[0056] On the other hand, if so (three conditions met), step 10-30 of the method comprises a sub-step 30 in which the use of the preventive approval filter function is prohibited (the control device DC3 triggers the prohibition of) during the detected chosen change of position so that the vehicle V maintains a zero speed.

[0057] Thanks to this prohibition of use of the preventive approval filter function during the selected position change, the preventive approval filter function no longer delivers very temporarily a main torque setpoint ccp. Consequently, the management of the final torque setpoints ccf of the GMP organs is done on the basis of the last main torque instruction ccp which was in progress just before the start of the change of chosen position, which makes it possible to avoid any instability of these final torque instructions ccf and therefore any sudden unwanted movement of the vehicle V. There is therefore no longer any inconvenience caused to the passengers of the vehicle V during the change of chosen position, nor any risk of the vehicle hitting a living being or an object located in its immediate environment.

[0058] Furthermore, the invention makes it possible to make the preventive approval filter function robust, and to make certain situations in the life of the vehicle V safer (in particular when it is stopped on a slope and the driver decides to change the position of the control device DC4).

[0059] The mechanism described above, and resulting from the implementation of the method, is illustrated in the five diagrams of [Fig.4].

[0060] The first diagram (topmost) illustrates an example of the time evolution (t (s)) of the position pd of the control device DC4. On the left, we observe a change from the forward position (D) to the reverse position (R), and on the right, a change from the reverse position (R) to the forward position (D).

[0061] The second diagram (located below the first diagram) illustrates an example of temporal evolution (t (s)) of the variable viu of prohibition of use of the preventive approval filter function, in the presence of the first diagram.

[0062] The third diagram (located below the second diagram) illustrates an example of time evolution (t (s)) of the torque demand defined from the driver's desire for acceleration, in the presence of the first and second diagrams.

[0063] The fourth diagram (located below the third diagram) illustrates an example of time evolution (t (s)) of a final torque setpoint ccf, in the presence of the first and second diagrams.

[0064] The fifth diagram (located below the fourth diagram) illustrates an example of the time evolution (t (s)) of the speed vv of the vehicle V, in the presence of the first and second diagrams.

[0065] As can be seen, at each change of chosen position (D to R and R to D) there is no longer any instability of the final torque setpoint ccf and the speed vv of the vehicle V remains zero.

[0066] At least three embodiments of the invention can be envisaged.

[0067] In a first embodiment, in sub-step 30 of step 10-30, when the control device DC4 has forward D and reverse R positions associated respectively with the opposite theoretical directions of movement of the vehicle V (forward and backward), one (the control device DC3) can prohibit the use of the preventive approval filter function during a change of the forward gear position D to reverse gear position R or from reverse gear position R to forward gear position D.

[0068] It will be understood that in this first embodiment it is only when it is detected that the forward gear position D and reverse gear position R are involved in the change of position that the use of the preventive approval filter function is prohibited during this change of position (and of course provided that the three conditions are met). In all other changes of position no intervention is made.

[0069] In a second embodiment, in sub-step 30 of step 10-30, when the control device DC4 has at least three different positions, one (the control device DC3) can use a table establishing a correspondence between the different positions of the control device DC4 and values ​​of which at least three are different. In this case, in sub-step 30 of step 10-30, one (the control device DC3) can determine in this correspondence table whether the values ​​corresponding to the positions concerned by the change of position are different. If so, one can prohibit (the control device DC3 can trigger the prohibition of) the use of the preventive approval filter function during the change of position.

[0070] It will be understood that in this second embodiment, as soon as the two positions concerned by the change of position are associated in the correspondence table with different respective values ​​(and of course provided that the three conditions are met), the use of the preventive approval filter function is prohibited during this change of position.

[0071] As an illustrative example in the correspondence table, a first zero value can be associated with the parking positions P and neutral position N, a second value equal to one with the forward position D and a third value equal to two with the reverse position R.

[0072] This correspondence table can be obtained in the laboratory or during tests during the development of a vehicle similar to vehicle V. It can be stored in the control device DC or (here) in the supervision computer CS.

[0073] In a third embodiment, in sub-step 30 of step 10-30, when the control device DC4 has at least three different positions, one (the control device DC3) can use a table establishing a correspondence between the different positions of the control device DC4 and values ​​of which at least three are different. In this case, in sub-step 30 of step 10-30, one (the control device DC3) can determine in this correspondence table whether the values ​​corresponding to the positions concerned by the change of position are different from each other and different by at least one chosen value. If so, one may prohibit (DC3 control device may trigger the prohibition of) the use of the preventive approval filter function during position change.

[0074] This third embodiment is more restrictive than the second embodiment on the selected position changes which may result in a prohibition on the use of the preventive approval filter function. Furthermore, in this third embodiment the same correspondence table can be used as that used in the second embodiment.

[0075] As an illustrative example, using the correspondence table of the second embodiment (in which a first zero value is associated with the parking positions P and neutral position N, a second value equal to one with the forward position D and a third value equal to two with the reverse position R), the aforementioned chosen value may be the first value equal to zero. In this case, each time that one of the two positions concerned by the change of position is equal to the first zero value, no action is taken.

[0076] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the supervision computer CS (or the computer of the control device DC3) can also comprise a mass memory MM1, in particular for storing the positions concerned by a change of position, the main torque setpoint ccp and the speed vv of the vehicle V, as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS (or the computer of the control device DC3) can also comprise an input interface IE for receiving at least the positions concerned by a change of position, the main torque setpoint ccp and the speed vv of the vehicle V, to use them in calculations or processing, possibly after having formatted and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this CS supervision calculator (or the DC3 control device calculator) can also include an IS output interface, in particular to deliver each message prohibiting use of the preventive approval filter function.

[0077] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the use of the preventive approval filter function during a change of position of the control device DC4 of the vehicle V.

Claims

Claims

1. Control method for a land vehicle (V) comprising i) a powertrain capable of providing an engine torque as a function of a main torque setpoint and controlled by a control device (DC4) having at least two different positions, and ii) a preventive approval filter function capable of delivering for said powertrain a main torque setpoint representative of a desire to accelerate of a driver of said vehicle (V), characterized in that it comprises a step (10-30) in which, when said preventive approval filter function delivers a non-zero main torque setpoint inducing a zero speed of said vehicle (V), the use of said preventive approval filter function is prohibited during a chosen change of position of said control device (DC4) so that said vehicle (V) maintains a zero speed.

2. Method according to claim 1, characterized in that in said step (10-30), when said control device (DC4) has forward and reverse positions associated respectively with opposite theoretical directions of movement of said vehicle (V), the use of said preventive approval filter function is prohibited during a change from said forward position to said reverse position or from said reverse position to said forward position.

3. Method according to claim 1, characterized in that in said step (10-30), when said control device (DC4) has at least three different positions, it is determined in a table, establishing a correspondence between the different positions of said control device (DC4) and values of which at least three are different, whether the values corresponding to the positions concerned by said change of position are different, and if so, the use of said preventive approval filter function is prohibited during said change of position.

4. Method according to claim 1, characterized in that in said step (10-30), when said control device (DC4) has at least three different positions, it is determined in a table, establishing a correspondence between the different positions of said control device (DC4) and values of which at least three are different, whether the values corresponding to the two positions concerned by said change of

5.

6.

7. position are different from each other and different by at least one chosen value, and if so, the use of said preventive approval filter function is prohibited during said change of position. Method according to claim 3 or 4, characterized in that in said step (10-30), when said control device (DC4) has a parking position, a neutral position, a forward position and a reverse position, a table is used establishing a correspondence between said parking and neutral positions and a first value, between said forward position and a second value, and between said reverse position and a third value. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 5, in a land vehicle (V) comprising i) a powertrain capable of providing an engine torque as a function of a main torque setpoint and controlled by a control device (DC4) having at least two different positions, and ii) a preventive approval filter function capable of delivering for said powertrain a main torque setpoint representative of a desire to accelerate of a driver of said vehicle (V), to control the use of said preventive approval filter function during a change of position of said control device (DC4). Control device (DC3) for a land vehicle (V) comprising i) a powertrain capable of providing an engine torque as a function of a main torque setpoint and controlled by a control device (DC4) having at least two different positions, and ii) a preventive approval filter function capable of delivering for said powertrain a main torque setpoint representative of a desire to accelerate of a driver of said vehicle (V), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when said preventive approval filter function delivers a non-zero main torque setpoint inducing a zero speed of said vehicle (V),to trigger a prohibition on the use of said preventive approval filter function during a chosen change of position of said control device (DC4) so that said vehicle (V) maintains a zero speed.,

8. Land vehicle (V) comprising i) a powertrain capable of providing an engine torque as a function of a main torque setpoint and controlled by a control device (DC4) having at least two different positions, and ii) a preventive approval filter function capable of delivering for said powertrain a main torque setpoint representative of a desire to accelerate of a driver of said vehicle (V), characterized in that it further comprises a control device (DC3) according to claim 7.

9. Vehicle according to claim 8, characterized in that said powertrain further comprises a thermal motor machine (MMT) capable of providing engine torque.

10. Vehicle according to claim 8 or 9, characterized in that it is of the automobile type.

Images