Driving assistance device for a motor vehicle

Abstract

The invention relates to a device (1) for assisting in driving a motor vehicle comprising a powertrain, comprising: - at least two distinct first software blocks (1A, 1B) adapted to transmitting instructions for controlling the powertrain to ensure different speed regulation and / or limitation functions of the motor vehicle, - a second software block (2) adapted to control the display of information on a screen of the motor vehicle, and - a third software block (3) adapted to determine a speed instruction (Vcons) and to deliver said speed instruction to each first software block and to the second software block. Figure for the abstract: Fig.3

Description

Title of the invention: Device for assisting in driving a motor vehicle Technical field of the invention

[0001] The present invention relates generally to motor vehicles.

[0002] It relates more particularly to a device for assisting in driving a motor vehicle.

[0003] The invention finds a particularly advantageous application in the management of the speed setting of such a vehicle. State of the art

[0004] In an effort to make motor vehicles safer, they are currently being equipped with driving assistance systems.

[0005] Among these systems, we know in particular speed limiters and regulators.

[0006] A speed limiter allows the driver to set a “speed setting” such that, when accelerating, the vehicle automatically limits acceleration so that the vehicle speed does not exceed this setpoint.

[0007] A simple cruise control allows the driver to set a "speed setpoint" so that the vehicle automatically travels at that speed.

[0008] An adaptive cruise control (better known by the abbreviation ACC, from the English "Adaptive Cruise Control") allows the driver to choose a "speed setting" at which he wishes the vehicle to travel as much as possible, the vehicle then being controlled so that it travels at the speed setting entered by the driver, unless a third-party vehicle is in front of it and traveling more slowly. In this case, the adaptive cruise control matches the speed of the vehicle to that of this third-party vehicle so as to maintain a sufficient safety distance from the latter.

[0009] Other speed limiters or regulators are known. Thus, some allow the environment or a map of this environment to be taken into account to automatically adjust the speed of the vehicle, for example to brake the vehicle when entering a roundabout and to make it accelerate again afterwards.

[0010] All of these systems have in common the use of a speed setting selected by the driver.

[0011] In practice, however, these systems operate in very different ways.

[0012] For this, each system is coded in its own software application which communicates with the vehicle's powertrain control system and with a human-machine interface. In practice, the human-machine interface comprises a display screen which is located in the field of vision of the driver and which allows the driver to know if one or other of the functions is active and what the recorded speed setting is.

[0013] Each application thus determines three data items on its own which it transmits to the human-machine interface, namely the speed setpoint, the system status (active, standby or inactive) and an overspeed alert.

[0014] This software architecture has several drawbacks.

[0015] The first is that each application has a different speed instruction management, which increases the complexity and development cost of these applications.

[0016] The second is that each application provides different conditions for modifying the speed setting, which makes its management unclear for the driver.

[0017] The third is that applications are likely to display speed instructions in different forms, which again creates complexity for the driver.

[0018] The fourth is that in the event of a system change (for example when switching from the limitation function to the regulation function), the speed setting may change without the driver requiring it or noticing it, which is impractical or even dangerous.

[0019] The fifth is that since the applications are not necessarily coded in the same computer, due to latencies, synchronization problems can arise and generate instabilities in the display of the speed instruction. Presentation of the invention

[0020] In order to remedy the aforementioned drawbacks of the state of the art, the present invention proposes to code the driving assistance functions differently.

[0021] More particularly, the invention proposes a device for assisting in driving a motor vehicle which is equipped with a powertrain, this device comprising a computer memory in which are stored: - at least two first distinct software blocks adapted to issue powertrain control instructions to ensure different speed regulation and / or limitation functions of the motor vehicle, - a second software block adapted to control the display of information on a screen of the motor vehicle, and - a third software block adapted to determine a speed instruction and to deliver it to each first software block and to the second software block.

[0022] Thus, thanks to the invention, the first software blocks (i.e. the applications which provide the various functions of limiter, regulator, etc.) are no longer responsible for determining the speed setpoint. On the contrary, the third block is provided for this: it is thus able to determine a single and unique speed setpoint. speed valid for all functions, and to communicate it to the first software blocks.

[0023] The use of a single speed setpoint for the different functions makes the use of the driving assistance device simpler and more transparent for the driver. Typically, the speed setpoint has a value that no longer varies when the function changes.

[0024] This solution thus ensures continuity in the display of the speed instruction as long as at least one function uses this instruction or keeps it in memory.

[0025] This technical solution is then simpler to implement. In addition, it works independently of the number of applications (which makes it usable on different vehicle ranges on which the number of functions varies). It also makes it easier to develop new applications or change the architecture of the vehicle's steering wheel.

[0026] Other advantageous and non-limiting characteristics of the driving assistance device according to the invention, taken individually or in all technically possible combinations, are the following: - the motor vehicle comprising a steering wheel on which there are buttons and means for measuring a current speed of the motor vehicle, the third software block is adapted to receive as input support signals relating to the driver pressing said buttons and a speed signal relating to said current speed, and to modify the speed setpoint as a function of the support signals and the speed signal; - this modification consists of resetting the speed setting, increasing or reducing it, or assigning it the instantaneous speed of the motor vehicle; - each first software block is adapted to deliver to the third software block a feedback signal relating to the use it makes of the speed instruction and in which the third software block is adapted to modify the speed instruction as a function of the feedback signals; - the return signal can take three values ​​indicating respectively that: H the speed instruction is neither memorized nor used, H the speed setpoint is stored but not used, H the speed setpoint is stored and used; - when a speed setpoint value is defined, the third software block modifies the speed setpoint according to the support signals only if the speed setpoint is stored and used; - each first software block delivers to the second software block a single signal, namely a status signal which relates to an operating state of the first software block, for example chosen between inactive, standby and activated; - the second software block is suitable for displaying: * no data if all received status signals indicate that the first software blocks are inactive, * a logo associated with one of the first software blocks if at least one of these first software blocks is on standby or activated, said logo being associated: H if only one of the first software blocks is in the inactive state, to the other first software block, H if the first two software blocks are in the same activated or standby state, to the first software block with the highest priority, said first software blocks having a predetermined priority order, H if one of the first software blocks is in the activated state and the other is in standby, to the first software block which is in the activated state, * the speed instruction if at least one of the first software blocks is in standby or activated state, and * a first display device highlighting said speed instruction if one of the first software blocks is in the activated state; - a means is further provided which is distinct from the first, second and third software blocks, which is adapted to detect an overspeed of the motor vehicle and which is adapted to deliver to the second software block a signal relating to the overspeed; - the second software block is adapted to display a second display device highlighting said speed instruction if one of the first software blocks is in the activated state and if an overspeed is detected.

[0027] The invention also proposes a motor vehicle comprising a powertrain, a display screen and a computer unit for controlling said powertrain, which comprises a driving assistance device as mentioned above.

[0028] Of course, the various features, variants and embodiments of the invention may be combined with each other in various combinations to the extent that they are not incompatible or mutually exclusive. Detailed description of the invention

[0029] The description which follows with reference to the appended drawings, given as non-limiting examples, will make it clear what the invention consists of and how it can be implemented.

[0030] In the attached drawings:

[0031] [Fig-1] is a schematic perspective view of a part of a steering wheel of a motor vehicle;

[0032] [Fig.2] is a representation of an image displayed by a screen of the vehicle at car of [Fig.l];

[0033] [Fig.3] is a schematic view of the different software blocks of a driving assistance device for the motor vehicle of [Fig.l], in accordance with the invention;

[0034] [Fig.4] is a diagram illustrating the conditions for displaying a pictogram on the screen of [Fig.2].

[0035] In [Fig.l], a part of a steering wheel 10 used in a motor vehicle according to the invention is shown.

[0036] In practice, this is a road vehicle, such as a car, a truck or a coach. More precisely, this is a car conventionally comprising a chassis which delimits a passenger compartment for the driver of the vehicle, four wheels including two front driven and steered wheels, a powertrain, a steering system and a braking system.

[0037] These different elements being well known, they will not be described here in detail.

[0038] It can only be specified that the powertrain may be of the internal combustion, hybrid or purely electric type. In all cases, it will include an actuator for controlling the speed and / or the torque it develops.

[0039] The braking system will also include an actuator for activating the vehicle's brakes.

[0040] The vehicle also includes a Human-Machine interface, presented here in the form of a display screen located in the driver's field of vision, for example behind the steering wheel. [Fig. 2] shows an example of an image 20 that this screen can display. On the left-hand side, a speedometer 21 can be seen and on the right-hand side, a rev counter 22.

[0041] The motor vehicle also includes a computer control unit (hereinafter called a computer), which in practice comprises numerous interconnected systems.

[0042] This calculator comprises processors, different memories and data exchange interfaces, connected for example to a CAN network of the vehicle.

[0043] Thanks to these interfaces, the computer is adapted to control the aforementioned actuators and to receive information from sensors, for example from a RADAR making it possible to determine the distance between the vehicle and any vehicle which might be preceding it, and the speed of the latter.

[0044] Thanks to its memories, the computer stores a computer application, consisting of computer programs comprising instructions whose execution by the processors allows the computer to implement the method described below.

[0045] The steering wheel 10, as shown in [Fig.l], includes means allowing the driver to communicate with the computer.

[0046] These means are presented here in the form of buttons, seven in number.

[0047] Three of these buttons 11, 12, 13 allow you to activate assistance functions. vehicle driving, programmed into the computer. A fourth button 14 allows you to set a safety distance threshold to be maintained.

[0048] Among the functions that can be activated by the three buttons 11, 12, 13, there are two functions for regulating and / or limiting the (longitudinal) speed of the motor vehicle.

[0049] Here, a speed limitation function is thus provided, associated with button 11, allowing the driver to set a speed setting Vcons that the vehicle must not exceed.

[0050] Furthermore, associated with button 12, there is provided an adaptive cruise control function (better known by the abbreviation ACC, from the English “Adaptative Cruise Control”) which allows the driver to choose a speed setting Vcons at which he wishes the vehicle to travel, this speed being however reduced if a slower third-party vehicle precedes the car.

[0051] Since these two speed limitation and regulation functions are known, they will not be described in more detail here. It will only be noted at this stage that they allow the powertrain to be controlled according to the speed setpoint selected by the driver.

[0052] In the remainder of this presentation, we will consider these two speed limitation and regulation functions more specifically. But of course, as a variant, the computer could be programmed to implement different functions or a greater number of functions (for example a simple regulation function, a low-speed regulation function called “stop & go”, etc.).

[0053] The other three buttons, which are more precisely associated with the invention, allow the driver to modify the speed setting Vcons.

[0054] A central button 15, showing the pattern “0”, allows the speed setpoint Vcons to be reset (by deleting its value).

[0055] A lower left button 16, presenting the pattern "SET / -", and an upper left button 17, presenting the pattern "RES / +", allow a new value to be assigned to the speed setpoint Vcons or its value to be modified.

[0056] As shown in [Fig.3], the computer 1 comprises several “software blocks”, i.e. several distinct computer applications, which make it possible to execute different driving assistance tasks.

[0057] These software blocks can all be coded and stored in the same computer circuit (for example in the memory of the same microcontroller).

[0058] Alternatively, some of them could be coded on different computer circuits, these circuits then being adapted to communicate together, directly or via the vehicle's CAN network.

[0059] We will focus here on only a part of the software, namely those which make it possible to implement the aforementioned driving assistance functions (here the limiter and regulator functions), this part being designated under the name “driving assistance device 1”.

[0060] These software programs are organized into distinct blocks that are adapted to communicate together. They are therefore distinct algorithms (or sets of lines of code), which can for example be compiled independently. It will be noted here that they are compiled jointly.

[0061] First of all, first software blocks are provided which respectively enable the aforementioned driving assistance functions to be implemented.

[0062] A software block is thus provided here associated with the speed limitation function, hereinafter called “IA limitation application”. This block is designed to receive data and to develop a control instruction (in speed or torque) for the powertrain.

[0063] A software block is also provided associated with the speed regulation function, hereinafter called the “IB regulation application”. This block is also provided to receive data and to develop a control instruction (in speed or torque) for the powertrain.

[0064] These first two software blocks therefore provide different functions, which cannot be used simultaneously to control the powertrain.

[0065] Each IB regulation and IA limitation application can take three different states, namely an activated state, an inactive state and an intermediate state called standby.

[0066] Such an application is said to be in the activated state when it has been started by the driver who has pressed the corresponding button 11, 12 for this purpose and it produces a driving instruction which is transmitted to the powertrain.

[0067] It is said to be in standby state when it has been started by the driver who has pressed the corresponding button 11, 12 for this purpose but it does not produce a driving instruction transmitted to the powertrain. This can happen, for example, after the driver has pressed the brake pedal, which has interrupted its operation.

[0068] It is said to be in the inactive state otherwise. This is particularly the case after starting the vehicle, as long as no pressure is applied to the corresponding button 11, 12, or after pressure is applied to the button 15 on the steering wheel.

[0069] It will be noted here that the IB regulation and IA limitation applications will be classified according to a predetermined order of priority, from the highest priority to the lowest priority. In the embodiment described here, the IB regulation application has priority over the other application, which means that if these two applications seek to place themselves in the same state, the calculator will only consider the one that has priority.

[0070] Another software block is provided for displaying information on the screen of the motor vehicle. This software block will hereinafter be called “interfacing application 2”.

[0071] According to the invention, a software block is also provided which is suitable for determining the speed setpoint Vcons and for delivering it to the three aforementioned blocks. This software block will hereinafter be called “setpoint generation application 3”.

[0072] Finally, a means 4 for detecting an overspeed of the motor vehicle is provided, which is adapted to deliver this information to the interfacing application 2, for example via the CAN network of the vehicle.

[0073] In practice, overspeeding is detected when the vehicle speed is higher than the speed setting and the accelerator pedal is operated by the driver.

[0074] We can now describe how these different applications work and communicate with each other.

[0075] The instruction development application 3 is designed to receive data D10 relating to the driver pressing the steering wheel buttons, a signal Vt relating to the current speed of the motor vehicle, and to communicate with each regulation application IB and limitation application IA and with the interfacing application 2.

[0076] It does not receive any information from the interfacing application 2 but receives from each IB regulation and IA limitation application a speed setpoint usage signal, noted SiA, SiB, indicating whether the speed setpoint Vcons is used or not by this application.

[0077] This usage signal SiA, SiB can here take three distinct values. It is thus equal to: H 0 if the speed instruction Vcons is neither memorized nor used by the application considered, H 1 if the speed instruction Vcons is not used by the application considered but is stored, H 2 if the speed instruction Vcons is stored and used by the application considered.

[0078] In practice, the instruction development application 3 processes the usage signals S[A, Sib that it receives from the first applications (here from the two regulation applications IB and limitation IA) jointly.

[0079] It thus generates a global signal SG on the basis of these two usage signals S[A, SiB, which is here defined equal to: H 0 if the two usage signals SiA, SiB are equal to 0, H 2 as soon as one of at least two usage signals SiA, SiB is equal to 2, and H 1 otherwise.

[0080] In other words, the global signal SG takes the value 0 if none of the first ap applications does not use the Vcons speed reference, the value 2 if at least one of the first applications uses the Vcons speed reference, and the value 1 otherwise.

[0081] The instruction development application 3 will then be able to determine the speed instruction Vcons based solely on this global signal SG, the signal Vt and the data D10 relating to the driver pressing the steering wheel buttons.

[0082] Here we can define in detail how this speed setpoint Vcons is determined.

[0083] The first case to consider is that where the global signal SG is equal to zero. In this case where the speed setpoint is not or no longer used or even stored, the setpoint development application 3 does not assign any value to the speed setpoint Vcons (it is therefore empty or it takes a predetermined value meaning that no setpoint is defined, here the value 255).

[0084] The second case to consider is that where the global signal SG is equal to one.

[0085] In this case, the speed instruction is stored by at least one of the first applications, but it is not used to control the powertrain. In this case, the driver retains the ability to modify the speed setting.

[0086] Thus, if a press on the lower left button 16 (“SET / -”) is detected, the computer assigns the current value of the vehicle speed to the speed setpoint Vcons.

[0087] If a press on the upper left button 17 (“RES / +”) is detected and a value of the speed setpoint Vcons is already stored, the computer does not modify this value.

[0088] On the other hand, if a press on the upper left button 17 (“RES / +”) is detected and no value of the speed setpoint Vcons is stored, the computer assigns the current value of the vehicle speed to the speed setpoint Vcons.

[0089] The third case to consider is that where the global signal SG is equal to two. In this case, the speed instruction is used by at least one of the first applications to control the powertrain.

[0090] In this case, the signal Vt and the data D10 are used to determine the speed setpoint Vcons.

[0091] Thus, if a press on the lower left button 16 (“SET / -”) is detected, several cases are possible.

[0092] If no speed setpoint Vcons was defined and the limitation and regulation functions were deactivated, pressing the lower left button 16 makes it possible to assign the current value of the vehicle speed to the speed setpoint Vcons, then to activate the regulation or limitation function selected by the driver.

[0093] If a speed setpoint Vcons was defined but the limitation and regulation functions were on standby, pressing the lower left button 16 makes it possible to assign the current value of the vehicle speed to the speed setpoint Vcons, and to activate the driver-selected regulation or limitation function.

[0094] If one of the limitation and regulation functions is activated, pressing this lower left button 16 modifies the speed setpoint Vcons. In practice, this setpoint decreases by 1 (or 2) km / h if the button is pressed briefly, and by 10 km / h if the button is pressed for a long time.

[0095] Similarly, if a press on the upper left button 17 (“RES / +”) is detected, several cases are possible.

[0096] If no speed setpoint Vcons was defined and the limitation and regulation functions were deactivated, pressing the upper left button 17 makes it possible to assign the current value of the vehicle speed to the speed setpoint Vcons, and to activate the regulation or limitation function selected by the driver.

[0097] If a speed setpoint Vcons was defined but the limitation and regulation functions were on standby, pressing the upper left button 17 allows the same speed setpoint Vcons to be kept as that which was recorded, and the regulation or limitation function selected by the driver to be activated.

[0098] If one of the limitation and regulation functions is activated, pressing this button 16 modifies the speed setpoint Vcons. In practice, this setpoint increases by 1 (or 2) km / h if the button is pressed briefly, and by 10 km / h if the press is prolonged.

[0099] Thus the setpoint development application 3 is then able to determine the speed setpoint Vcons. It can then transmit this setpoint to the regulation applications 1B and limitation IA and to the interfacing application 2.

[0100] Each regulation application 1B and limitation application IA is also able to communicate to this interfacing application 2 the state EiA, EiB (activated, inactive or on standby) in which it is located.

[0101] The interface application 2 therefore receives in summary the speed instruction Vcons, the state Eia, Eib of each regulation application IB and limitation IA, and an overspeed signal Ssv-

[0102] It is then able, on the basis of this information alone, to display on the screen a pictogram 23 (see [Fig.2]) allowing the driver to know if one of the functions is active, which one, what the speed instruction Vcons is, and if an overspeed is detected.

[0103] Thus, as shown in [Fig.4], in the event C1 where the two applications are inactive, no pictogram 23 is displayed. It is possible to provide, in the center of the image 20 displayed on the screen, a message indicating that the applications are inactive.

[0104] In the event C2 where at least one of the two applications is not inactive, three cases are possible. Before describing these three cases, we recall that if two applications are in the same state, only the priority one will be considered.

[0105] In the first case C3, at least one application is on standby and no speed instruction Vcons is defined. In this case, the pictogram 23 includes a logo indicating which function is on standby (or the priority function if both functions are on standby), but it does not display any speed value. The color of this pictogram 23 may be gray.

[0106] In the second case C4, at least one application is on standby and a speed setpoint Vcons is defined. In this case, the pictogram 23 includes a logo indicating which function is on standby (or the priority function if both functions are on standby) as well as the value of the speed setpoint Vcons. The color of this pictogram can be gray.

[0107] In the third case C5, at least one application is activated. In this case, the pictogram displays a logo indicating which function is activated (or the priority function if both functions are activated) as well as the value of the speed setpoint Vcons.

[0108] A display device, here a color, then makes it possible to distinguish two situations: - in the absence of overspeed (case C6), the color of the logo and the speed instruction is green, - in the event of overspeed (case C7), this color is red and may possibly flash.

[0109] Thus, the color of this pictogram 23 depends here on the overspeed signal SSv-

[0110] We can now consider two examples to illustrate the operation of the invention.

[0111] In a first example, the vehicle is initially traveling at 50 km / h and the IA limitation and IB regulation applications are on standby. No speed instruction is therefore defined.

[0112] Then the driver presses the lower left button 16 (“SET / -”) at a time tl. The computer therefore assigns the current value of the vehicle speed to the speed setpoint, and the two applications of limitation 1A and regulation IB seek to activate.

[0113] The IB regulation application having priority over the IA limitation application, it is the only one to be activated. The IA limitation application remains on standby but keeps the set speed in memory (its usage signal SiA is equal to 1).

[0114] At a time t2, an external signal deactivates the IB regulation application (typically, emergency braking is implemented). In this case, the speed setpoint does not change. Therefore, when the IA limitation application automatically takes over from the IB regulation application, and this speed setpoint can be reused. As a result, the speed displayed on the screen does not change. This continuity of display of the speed setpoint on the screen is therefore suitable for giving driver confidence in the system.

[0115] In a second example, the vehicle is initially traveling at 50 km / h and the 1A limitation and IB regulation applications are on standby. No speed instruction is therefore defined.

[0116] Then the driver presses the lower left button 16 (“SET / -”) at a time t10. The computer therefore assigns the current value of the vehicle speed to the speed setpoint, and only the regulation application IB seeks to activate (it is assumed that the other application cannot be activated at this time).

[0117] At a time tl 1, an external signal deactivates the IB regulation application (typically, emergency braking is implemented). In this case, the value of the speed setpoint is erased (here reset to 255).

[0118] At a time tl2, the condition preventing the IA limitation application from being activated ceases, but that preventing the IB regulation application remains.

[0119] Then, when the driver presses the lower left button 16 (“SET / -”) again at a time t4, the computer assigns the current value of the vehicle speed to the speed setpoint, and only the AI ​​limitation application is activated.

[0120] These two examples thus make it possible to illustrate how the invention works.

[0121] The present invention is in no way limited to the embodiment described and shown, but those skilled in the art will be able to provide any variant in accordance with the invention.

[0122] Typically, one could envisage that another application is provided, namely a low-speed regulation application (in fact, the ACC type regulation application is deactivated below a speed threshold which is of the order of 30 km / h). In this eventuality, when the global signal SG is equal to two, the vehicle speed is below this threshold and no function is activated, pressing the lower left button 16 (“SET / -”) makes it possible to assign the current value of the vehicle speed to the speed setpoint Vcons, then to activate the low-speed regulation function. Under the same conditions, pressing the upper left button 17 (“RES / +”) makes it possible to keep the recorded speed setpoint Vcons and then to activate the low-speed regulation function.

[0123] In the embodiment described with reference to the figures, only pressing the buttons on the steering wheel allows the speed setting to be modified. But as a variant, it could be envisaged that the setting development application 3 could modify this setting automatically depending on the context.

[0124] Thus, for example, if the vehicle is equipped with a camera and image processing means which make it possible to detect an event such as a new speed limit (or roadworks, or the presence of a roundabout, etc.), this new limitation can be automatically assigned to the value of the speed setpoint. alternatively, pressing a validation button may be required to validate this change in speed setpoint value.

Claims

Claims

1. Device (1) for assisting in driving a motor vehicle comprising a powertrain, comprising: - at least two distinct first software blocks (IA, IB) adapted to emit instructions for controlling the powertrain to ensure functions of regulating and / or limiting the speed of the motor vehicle which are different, and - a second software block (2) adapted to control the display of information on a screen of the motor vehicle, characterized in that it further comprises a third software block (3) adapted to determine a speed instruction (Vcons) and to deliver said speed instruction (Vcons) to each first software block (IA, IB) and to the second software block (2).

2. Device (1) according to claim 1, in which, the motor vehicle comprising a steering wheel (10) on which there are buttons (11-17) and means for measuring a current speed of the motor vehicle, the third software block (3) is adapted to receive as input support signals (Dl) relating to the driver pressing said buttons (11-17) and a speed signal (Vt) relating to said current speed, and to modify the speed setpoint (Vcons) as a function of the support signals (Dl) and the speed signal (Vt).

3. Device (1) according to one of claims 1 and 2, in which each first software block (IA, IB) is adapted to deliver to the third software block (3) a return signal (SiA, SiB) relating to the use it makes of the speed setpoint (Vcons) and in which the third software block (3) is adapted to modify the speed setpoint (Vcons) as a function of the return signals (SiA, SiB).

4. Device (1) according to claim 3, in which the return signal (S iA, SiB) can take three values indicating respectively that: - the speed setpoint (Vcons) is neither stored nor used, - the speed setpoint (Vcons) is stored but not used, - the speed setpoint (Vcons) is stored and used.

5. Device (1) according to claims 2 and 4, wherein, when a speed setpoint value (Vcons) is defined, the third software block (3) modifies the speed setpoint (Vcons) according to the support signals (Dl) only if the speed setpoint (Vcons) is stored and used.

6. Device (1) according to one of claims 1 to 5, in which each first software block (IA, IB) delivers to the second software block (2) a single status signal (EiA, EiB) which relates to an operating state of the first software block (IA, IB), for example chosen between inactive, standby and activated.

7. Device (1) according to claim 6, in which the second software block (2) is adapted to display: - no data if all the received status signals indicate that the first software blocks (IA, IB) are inactive, - a logo associated with one of the first software blocks (IA, IB) if at least one of these first software blocks (IA, IB) is in standby or activated, said logo being associated: H if only one of the first software blocks (IA, IB) is in the inactive state, with the other first software block (IA, IB), H if the two first software blocks (IA, IB) are in the same activated or standby state, with the first software block with the highest priority, said first software blocks having a ranking by predetermined order of priority, H if one of the first software blocks (IA, IB) is in the activated state and the other is in standby, with the first software block (IA, IB) which is in the activated state, - the speed setpoint (Vcons) if at least one of the first software blocks (AI,IB) is in the standby or activated state, and - a first display device highlighting said speed setpoint (Vcons) if one of the first software blocks (IA, IB) is in the activated state.,

8. Device (1) according to one of claims 1 to 7, in which there is further provided a means (4) which is distinct from the first, second and third software blocks (IA, IB, 2, 3), which is adapted to detect an overspeed of the motor vehicle and which is adapted to deliver to the second software block (2) a signal (Ssv) relating to the overspeed.

9. Device (1) according to claims 7 and 8, in which the second software block (2) is adapted to display a second display device highlighting said speed setpoint (Vcons) if one of the first software blocks (IA, IB) is in the activated state and if an overspeed is detected.

10. Motor vehicle comprising a powertrain and a computer unit for controlling said powertrain, characterized in that said computer unit comprises a device (1) conforming to one of claims 1 to 9.

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