CONTROL OF THE SPEED OF AN ELECTRIC VEHICLE'S POWERTRAIN DURING A SPEED REGULATION PHASE

Abstract

A method is implemented in a vehicle comprising an electric drive unit designed to operate at a speed defined by a speed setpoint to provide engine torque, and an automated gearbox comprising at least one input shaft receiving at least part of the engine torque via an associated clutch. This method includes a step (10-30) in which, when an increase in the torque demand to be received by the input shaft occurs, representing a driver's desire to accelerate, during speed regulation with a previous speed setpoint, a new speed setpoint is calculated equal to the sum of this previous speed setpoint and a chosen positive value, to continue this regulation. Figure 3

Description

Title of the invention: CONTROL OF THE SPEED OF AN ELECTRIC MOTOR OF A VEHICLE, DURING A SPEED REGULATION PHASE Technical field of the invention

[0001] The invention relates to vehicles comprising a powertrain (or PWM) with an electric drive machine and an automated gearbox, and more specifically the control of the speed of the electric drive machine during the speed regulation phases. State of the art

[0002] Some vehicles, generally land-based (and possibly of the automobile type), include a powertrain (or PWM) that is at least partially electric and an automated gearbox.

[0003] Herein, "at least partially electric powertrain" means a powertrain comprising at least one electric drive unit capable of providing torque, for example, to the drive wheels of the vehicle, and possibly also capable of recovering torque from the vehicle. It should be noted that in this type of powertrain, the electric drive unit is associated with a rechargeable battery or a fuel cell (for example, a hydrogen fuel cell). It should also be noted that such a powertrain may be purely electric or may be hybrid, and in the latter case, it also includes a thermal drive unit capable of providing torque, for example, to the drive wheels of the vehicle.

[0004] Furthermore, the term "automated gearbox" herein means a gearbox comprising at least one input shaft associated with at least one clutch, and controllable by at least one gearbox control unit. For example, it could be a dual-clutch gearbox (or DCT ("Dual Clutch Transmission")).

[0005] In certain vehicle operating situations, for driving pleasure, it is preferable to keep the clutch associated with the gearbox in its slipping state during use. This is particularly the case when the vehicle is traveling at low speed using only the torque supplied by the electric motor (and therefore when any internal combustion engine is not operating).

[0006] As those skilled in the art know, in this type of situation, to prevent the clutch from sticking, it is necessary to control both the speed of the electric drive and the clutch in order to maintain a non-zero speed difference between the speed of the electric drive and the speed of the gearbox input shaft associated with the clutch. During these speed regulation phases, A speed setpoint is therefore determined for the electric motor so that it can adapt the motor torque it provides to compensate for the friction torque of the clutch during use and maintain a non-zero speed difference between its speed and the speed of the primary shaft being used.

[0007] However, during a speed regulation phase, when there is an increase in the torque demand on the primary shaft, reflecting the driver's desire to accelerate, the clutch in use suddenly draws a higher level of torque than the dynamic torque supplied by the electric motor has time to compensate. This results in a drop in the speed of the electric motor and clutch engagement, which can cause a shock perceptible to the vehicle's passengers.

[0008] The invention therefore aims in particular to improve the situation during the regulation phases of the electric motor's operating regime. Presentation of the invention

[0009] In particular, it proposes for this purpose a control method intended to be implemented in a vehicle comprising:

[0010] - a powertrain (or PMT) comprising an electric motive machine capable of operating according to a regime defined by a set speed to provide engine torque, and

[0011] - an automated gearbox comprising at least one of its own primary shaft to receive at least part of the engine torque via an associated clutch in order to deliver output torque to move the vehicle.

[0012] This control method is characterized by the fact that it includes a step in which, when there is an increase in the demand for torque to be received by a primary shaft used, representing a desire to accelerate by a driver of the vehicle, during a regulation of the engine speed with a previous engine speed setpoint, a new engine speed setpoint is calculated equal to a sum of this previous engine speed setpoint and a chosen positive value, in order to continue this regulation.

[0013] Thanks to the invention, the dynamics of the motor torque (supplied by the electric drive machine) have enough time to compensate for the higher torque level which is suddenly taken by the clutch used, which makes it possible to avoid a drop in the speed of the electric drive machine or a sticking of this clutch, and therefore allows an improvement in driving pleasure and a reduction in the consumption of electrical energy by the electric drive machine.

[0014] The control method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0015] - in a first embodiment, in its step, the chosen positive value can to be determined based on the increase in torque demand;

[0016] - in the presence of this first embodiment, in its stage, the positive value chosen can be determined by converting a time derivative of the torque demand, representative of the increase in torque demand;

[0017] - in the presence of the last sub-option, in its step, the time derivative can to be filtered to keep it within a first range of chosen values, in order to control a variation of the chosen positive value within a second range of chosen values;

[0018] - also in the presence of the last sub-option, in its step, the positive value The chosen value can be determined from a table establishing a correspondence between time derivatives of torque demand and values ​​in revolutions per minute;

[0019] - in a second embodiment, in its step, a value can be used positive chosen constant.

[0020] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a control method of the type presented above, in a vehicle comprising a powertrain (or PWM) including an electric motor suitable for operating at a speed defined by a speed setpoint to provide motor torque, and an automated gearbox and including at least one primary shaft suitable for receiving at least part of the motor torque via an associated clutch in order to deliver output torque to move the vehicle, to control the speed setpoint during speed regulation.

[0021] The invention also proposes a control device for equipping a vehicle comprising:

[0022] - a powertrain (or PWM) comprising an electric motive machine capable of operating according to a regime defined by a set speed to provide engine torque, and

[0023] - an automated gearbox comprising at least one of its own primary shaft to receive at least part of the engine torque via an associated clutch in order to deliver output torque to move the vehicle.

[0024] This control device is characterized in that it comprises at least one processor and at least one memory arranged to perform the operations consisting, when an increase in torque demand occurs that must be received by a primary shaft in use, representing a desire to accelerate a driver of the vehicle, during a regime regulation with a previous regime setpoint, to calculate a new regime setpoint equal to a sum of this previous regime setpoint and a chosen positive value, to continue this regulation.

[0025] For example, this chosen positive value can be constant or determined according to the increase in torque demand.

[0026] The invention also proposes a vehicle, possibly of the automobile type, comprising:

[0027] - a powertrain (or PWM) comprising an electric motive machine designed to operate according to a regime defined by a set speed to provide engine torque.

[0028] - an automated gearbox comprising at least one of its own primary shaft to receive at least part of the engine torque via an associated clutch in order to deliver output torque to move the vehicle, and

[0029] - a control device of the type presented above.

[0030] For example, in this vehicle the GMP may also include a thermal engine which is suitable for providing another engine torque to a coupling device suitable for being coupled to the gearbox. Brief description of the figures

[0031] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0032] [Fig-1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a control device according to the invention, and a transmission chain with automated gearbox and hybrid powertrain and associated with a supervisory computer,

[0033] [Fig.2] schematically and functionally illustrates an example of an embodiment of a supervisory computer comprising an example of an embodiment of a control device according to the invention, and

[0034] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0035] The invention aims in particular to propose a control method, and an associated DC3 control device, intended to allow control of the regulation phases of the rl regime of the electric drive machine MME of the powertrain (or GMP) of a vehicle V, when only this electric drive machine MME is in operation.

[0036] In what follows, vehicle V is considered, by way of non-limiting example, to be a land vehicle of the automobile type. For example, it is a car, as illustrated on [Fig. 1]. But the invention is not limited to this type of vehicle. It relates in fact to any type of vehicle (land, sea (or river), or air) comprising a powertrain with at least partially electric and automated gearbox.

[0037] Furthermore, in what follows, by way of non-limiting example, the powertrain is considered to be hybrid (thermal and electric). It therefore comprises at least one thermal drive machine (MDM) and at least one electric drive machine (EDM). However, the invention is not limited to this type of powertrain. It relates to all powertrains comprising at least one electric drive machine capable of providing motor torque, for example, for drive wheels. Consequently, it also relates to purely electric powertrains.

[0038] Furthermore, in the following, by way of non-limiting example, the electric drive machine MME is considered to be associated with at least one rechargeable BP battery, referred to as the main battery (or traction battery or power battery). However, it could also be associated with a fuel cell (for example, a hydrogen fuel cell).

[0039] Furthermore, in what follows, by way of non-limiting example, the automated gearbox BV is considered to be a dual-clutch (or DCT) gearbox. However, the invention is not limited to this type of automated gearbox. It relates to all automated gearboxes comprising at least one input shaft associated with at least one clutch, and controllable by at least one gearbox control unit.

[0040] Finally, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0041] A (land) vehicle V comprising a hybrid (thermal and electric) powertrain and automated gearbox, a CS supervisory computer, a BS auxiliary battery, a rechargeable main (or traction) battery BP, a CV converter, and a DC3 control device according to the invention is schematically represented in [Fig.1].

[0042] The auxiliary battery BS is responsible for supplying electrical power to an on-board electrical system of the vehicle V, supplementing that supplied by the CV converter, which is powered by the main battery BP via a main electrical circuit, and sometimes replacing this CV converter. For example, this auxiliary battery BS may be configured as a very low voltage type battery (typically 12 V or 24 V). It is rechargeable at least by the CV converter. In the following, by way of non-limiting example, the auxiliary battery BS is considered to be a 12 V lithium-ion type.

[0043] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0044] The main electrical circuit (or "high voltage" or "power" circuit) is connected, on the one hand, to the main battery BP via an interface device, and, on the other hand, to electronic equipment, such as the CV converter and the electric drive machine MME. It may also optionally allow the main battery BP to be recharged by an external power source temporarily connected to the vehicle V.

[0045] As illustrated in [Fig.1], the transmission chain also includes, here, a drive shaft AM, a first coupling device DC1, a second coupling device DC2, and a transmission shaft AT.

[0046] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0047] The possible thermal drive machine MMT comprises a crankshaft (not shown) which is fixedly attached to the motor shaft AM in order to drive the latter (AM) in rotation. This thermal drive machine MMT is designed to provide, here for the drive wheels of the vehicle V, a first motor torque cml which is defined by a thermal torque setpoint, for example determined by the supervisory computer CS.

[0048] The operation of the MMT thermal engine is controlled by a CMT thermal engine computer, and supervised by the CS supervisory computer.

[0049] Furthermore, the thermal power machine MMT is suitable for being coupled to a primary shaft called the main shaft APP of the gearbox BV, via at least the first coupling device DC1. The latter (DC1) is suitable for delivering a torque from the first engine torque cml, in particular (here) for at least one set Tl of driving wheels, when it is in its closed (or coupled) position and therefore when it couples the thermal power machine MMT to the gearbox BV (and more precisely to a clutch Ej associated with a primary (secondary) shaft APSj of the latter (BV)).

[0050] For example, the first coupling device DC1 can be a hydraulic circuit clutch. But it could be of another type.

[0051] Also, for example, the Tl assembly can be located in the front PVV section of the vehicle V. It is preferably, and as illustrated, coupled to the AT driveshaft via a (here, front) DI differential. But in a variant, this Tl assembly could be the one referenced T2, which is located in the rear PRV section of the vehicle V.

[0052] It should be noted that in the example illustrated, but not limited to, in [Fig. 1], the crankshaft of the MMT internal combustion engine is also coupled to a belt, which is itself coupled to an alternator-starter AD that is supplied with electrical energy by the auxiliary battery BS (and which can also recharge the latter (BS)). Thus, the alternator-starter AD can supply torque to the belt, which can supply this crankshaft torque to start the MMT thermal drive machine. But as an alternative or in addition, the MMT thermal drive machine could be started by the MME electric drive machine (provided that the first coupling device DC1 is placed in its closed state).

[0053] The electric drive machine MME is suitable, when supplied with electrical energy by the main battery BP, for operating according to a first regime rl defined by a speed setpoint cri to provide a second motor torque cm2, here for the drive wheels of the vehicle V. For example, the speed setpoint cri can be determined by the supervisory computer CS.

[0054] It will be noted that the sum of the first cm1 and second cm2 torques supplied by the GMP is equal to a total torque and.

[0055] Furthermore, this electric motor MME is, here and preferably, suitable for being coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the main primary shaft APP of the gearbox BV to supply it with the second motor torque cm2 that it produces. The electric motor MME therefore supplies here the second motor torque cm2 that it produces for the TL train

[0056] It should be noted that the electric drive unit MME can also optionally be arranged to recover a torque defined by a setpoint from the vehicle V, for example during a regenerative braking phase, and in this case, this recovered torque can be used to recharge the main battery BP associated with the electric drive unit MME. However, recovery can also be performed on a portion of the initial motor torque cml supplied by the internal combustion engine MMT.

[0057] The operation of the electric motor machine MME is controlled by an electric machine computer CME, and supervised by the supervisory computer CS.

[0058] The second coupling device DC2 can, for example, include a cascade of gears connecting the electric drive machine MME to the input of the gearbox BV (downstream of the first coupling device DC1).

[0059] It will be understood that when the first coupling device DC1 has been placed in its (completely) closed (or coupled) state and the internal combustion engine MMT is running (and therefore supplying a first motor torque cm1), the first coupling device DC1 delivers a torque which is added to any second motor torque cm2 supplied, upstream of the gearbox BV, by the electric motor MME when it is supplied with electrical energy (here) by the main battery BP. When the first coupling device DC1 has been placed in its (completely) open (or decoupled) state, only the electric motor MME can to provide a second cm2 motor torque upstream of the gearbox BV in a purely electric driving phase.

[0060] For example, the main (or traction or power) battery BP can be of the cellular type. In this case, it comprises electrical energy storage cells, possibly electrochemical (such as lithium-ion (or Li-ion) or Ni-MH or Ni-Cd cells). Also, for example, this main battery BP can be of the 450 V type. However, this is not mandatory. It could alternatively be of the 48 V or 600 V type, for example.

[0061] As indicated above, the BV (automated) gearbox includes at least one primary (here called secondary) shaft APSj which is associated with at least one clutch Ej suitable for being placed in a state chosen from among an open (or decoupled) state, a closed (or coupled) state, and a sliding state.

[0062] In the example illustrated, but not limited to, in [Fig. 1], the gearbox BV is a dual-clutch (or DCT) gearbox, and therefore comprises first APS1 (j = 1) and second APS2 (j = 2) primary shafts, also called secondary shafts, first E1 (j = 1) and second E2 (j = 2) clutches, and first SP1 (j = 1) and second SP2 (j = 2) sub-parts dedicated respectively to first and second subsets of gear ratios (for example, 1, 3 and 5, and 2, 4, 6 and possibly 7). These ratios have decreasing gear ratios respectively (starting from the smallest (1)).

[0063] The first clutches E1 and E2 are connected to the main primary shaft APP and coupled respectively to the first secondary primary shafts APS1 and APS2 in order to transfer to them (when they are in the closed or slipping state) the engine torque they receive from the main primary shaft APP via the powertrain. Thus, when the first clutch E1 is in the closed or slipping state, it causes the first secondary primary shaft APS1 to rotate according to a second rotational speed r21, and when the second clutch E2 is in the closed or slipping state, it causes the second secondary primary shaft APS2 to rotate according to a second rotational speed r22.

[0064] When the gearbox BV receives at input a total torque and (on a primary secondary shaft APSj associated with the clutch Ej in use (and therefore placed in its closed state or its slipping state)), and it has a gear engaged (chosen from all its gears), it delivers on its output (and therefore here to the transmission shaft AT) an output torque es (here for the drive wheels of the front axle Tl).

[0065] It should be noted that in one embodiment the gearbox BV could include only one clutch associated with a single primary secondary shaft.

[0066] The operation of the BV gearbox is controlled by a CB gearbox computer, and supervised by the CS supervision computer.

[0067] As mentioned above, the invention proposes in particular a control method intended to allow the control of the regulation phases of the first regime rl of the electric motor machine MME when only the latter (MME) is in operation.

[0068] This (control) method can be implemented at least partially by the DC3 control device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This DC3 control device can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it could be a microcontroller.

[0069] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the control process. The PR1 processor may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is defined as any type of device capable of performing at least one electrical or electronic operation.

[0070] In the example illustrated, but not limited to, in Figures 1 and 2, the DC3 control device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DC3 control device could comprise its own dedicated computer, which could then be coupled to the CS supervisory computer, or it could be part of another computer embedded in the vehicle V and performing at least one other function, for example.

[0071] As illustrated non-limitingly in [Fig.3], the (control) method according to the invention includes a step 10-30 which is implemented whenever two conditions are simultaneously verified, namely the GMP is in a phase of regulating the first regime rl of its electric motive machine MME and only the latter (MME) is in operation.

[0072] Step 10-30 of the process includes a substep 30 in which, when the two aforementioned conditions are verified and an increase occurs adc in the demand for torque to be received by the primary shaft APSj used, representative of the driver's desire to accelerate the vehicle V, a new engine speed setpoint crl(t) is calculated (for example the control device DC3) which is equal to the sum of the previous engine speed setpoint crl(tl) and a chosen positive value vp (i.e. crl(t) = crl(tl) + vp), to continue the regulation of the first engine speed rl.

[0073] Thanks to this type of regulation of the first regime rl, when an increase in the torque demand adc occurs, it is now possible to increase the speed difference between the first regime rl of the electric motor MME and the second The primary (secondary) shaft speed r2 of the APSj is used, and thus the dynamics of the second motor torque cm2 (supplied by the electric drive unit MME) have sufficient time to compensate for the increased torque level that is suddenly drawn by the clutch Ej. This prevents a drop in the first speed rl of the electric drive unit MME or a sticking of this clutch Ej, and therefore improves driving comfort and reduces the electrical energy consumption of the electric drive unit MME.

[0074] It will be noted that in a land vehicle V the driver can signal his desire to accelerate by pressing the accelerator pedal (or similar) more or less, then the percentage of pressing is used to define a torque demand (driver) from which one, for example the CS supervisory computer, can determine the torque to be received by the primary secondary shaft APSj to satisfy the desire to accelerate.

[0075] It will also be noted that step 10-30 can include, as illustrated non-limitingly in [Fig.3], a substep 10 in which we (for example the control device DC3) receive the new torque demand (driver) dc(t) and determine the increase ade by performing the subtraction between this new torque demand (driver) dc(t) and the previous torque demand (driver) dc(tl), i.e. ade = dc(t) - dc(tl).

[0076] It will also be noted that each new regime command crl(t) determined in a sub-step 30, during a regulation phase of the first regime rl, is transmitted to the electric machine computer CME so that it can use it to control the operation of the electric motor machine MME.

[0077] At least two embodiments of the process (and therefore also of the DC3 control device) can be envisaged.

[0078] In a first embodiment, step 10-30 may include, as illustrated non-limitingly in [Fig.3], a substep 20 in which one (for example the control device DC3) can determine the chosen positive value vp to be used in substep 30. More precisely, in this substep 20 one (for example the control device DC3) can determine the chosen positive value vp as a function of the increase in torque demand ade received in substep 10. We can then speak of a dynamically chosen positive value vp.

[0079] For example, in substep 20, the chosen positive value vp can be determined by converting the time derivative of the torque demand de, which represents the increase in torque demand ade (= dc(t) - dc(tl)). Indeed, d(dc) / dt = ade / At, where At = t - (t-1). It will be understood that this conversion consists of transform a time derivative d(dc) / dt of the torque demand (in Nm / s) into a chosen positive value vp (in revolutions / minute).

[0080] Also, for example, in substep 20, the time derivative d(dc) / dt can be filtered to remain within a first range of chosen values. This allows control (for example, by the control device DC3) of the variation of the chosen positive value vp within a second range of chosen values. Note that the chosen values ​​of the first range can be predefined, for example. Similarly, the chosen values ​​of the second range can be predefined, for example.

[0081] Also, for example, in substep 20 the chosen positive value vp can be determined in a lookup table (or mapping) which establishes a correspondence between time derivatives of torque demand (primary secondary shaft) and values ​​in revolutions per minute.

[0082] The correspondence table (or mapping) can be determined beforehand in a development or testing phase of a vehicle similar to vehicle V.

[0083] In the first embodiment, instead of determining in substep 20 the chosen positive value vp by means of a correspondence table, at least one mathematical formula with the time derivative d(dc) / dt as a variable can be used.

[0084] In a second embodiment, a chosen positive value vp, which is constant (or predefined), can be used. It will be understood that in this second embodiment, substep 20 does not need to be performed, and therefore steps 10-30 can consist of only substeps 10 and 30.

[0085] It should also be noted, as illustrated but not limited to [Fig. 2], that the CS supervisory computer (or the DC3 control device computer) may also include a mass memory (MM), in particular for storing the first current operating mode rl and the new torque demand (driver) dc(t), as well as any intermediate data involved in all its calculations and processing. Furthermore, this CS supervisory computer (or the DC3 control device computer) may also include an input interface (IUI) for receiving the first current operating mode rl and the new torque demand (driver) dc(t) for use in calculations or processing, possibly after having been shaped and / or demodulated and / or amplified, in a manner known per se, by means of a PR2 digital signal processor.Furthermore, this CS supervisory computer (or the DC3 control device computer) can also include an IS output interface, notably to deliver each message containing the new regime setpoint crl(t) calculated for the regulation of the first regime rl.

[0086] It should 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 such as electronic circuits (or hardware), such as the PR1 processor, is suitable for implementing the control process described above to control during the regulation phases of the first regime rl the regime setpoint cri when only the electric drive machine MME is in operation.

Claims

Demands

1. A control method for a vehicle (V) comprising i) a powertrain including an electric motor (EM) adapted to operate at a speed defined by a speed setpoint to provide motor torque, and ii) an automated gearbox (GB) including at least one primary shaft (APSj) adapted to receive at least part of said motor torque via an associated clutch (Ej) in order to deliver output torque to move said vehicle (V), characterized in that it includes a step (10-30) in which, when an increase occurs in the torque demand to be received by a primary shaft (APSj) in use, representing a driver's desire to accelerate said vehicle (V), during a regulation of said speed with a previous speed setpoint, a new speed setpoint is calculated equal to a sum of said previous speed setpoint and a chosen positive value,to continue said regulation.

2. Method according to claim 1, characterized in that in said step (10-30) said chosen positive value is determined as a function of said increase in torque demand.

3. Method according to claim 2, characterized in that in said step (10-30) said chosen positive value is determined by converting a time derivative of said torque demand, representative of said increase in torque demand.

4. Method according to claim 3, characterized in that in said step (10-30) said time derivative is filtered to maintain it in a first range of chosen values, in order to control a variation of said chosen positive value in a second range of chosen values.

5. Method according to claim 3 or 4, characterized in that in said step (10-30) said chosen positive value is determined in a table establishing a correspondence between time derivatives of torque demand and values ​​in revolutions per minute.

6. Method according to claim 1, characterized in that in said step (10-30) a constant chosen positive value is used.

7. Product computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to one of the claims 1 to 5, in a vehicle (V) comprising i) a powertrain including an electric drive machine (EDM) adapted to operate at a speed defined by a speed setpoint to provide motor torque, and ii) an automated gearbox (GB) and including at least one primary shaft (APSj) adapted to receive at least part of said motor torque via an associated clutch (Ej) in order to deliver output torque to move said vehicle (V), to control said speed setpoint during a regulation of said speed.

8. Control device (DC3) for a vehicle (V) comprising i) a powertrain including an electric motor (EM) adapted to operate at a speed defined by a speed setpoint to provide motor torque, and ii) an automated gearbox (BV) and including at least one primary shaft (APSj) adapted to receive at least a portion of said motor torque via an associated clutch (Ej) in order to deliver output torque to move said vehicle (V), characterized in that it includes at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, when an increase in torque demand occurs that must be received by a primary shaft (APSj) in use, representative of a driver's desire to accelerate said vehicle (V), during a regulation of said speed with a previous speed setpoint,to calculate a new operating regime setpoint equal to a sum of the previous operating regime setpoint and a chosen positive value, in order to continue said regulation.

9. Vehicle (V) comprising i) a powertrain including an electric motor machine (EMM) adapted to operate at a speed defined by a speed setpoint to provide motor torque, and ii) an automated gearbox (BV) and including at least one primary shaft (APSj) adapted to receive at least a part of said motor torque via an associated clutch (Ej) in order to deliver output torque to move said vehicle (V), characterized in that it further includes a control device (DC3) according to claim 8.

10. Vehicle according to claim 9, characterized in that said powertrain further comprises a thermal engine (MMT) suitable for providing another motor torque to a coupling device (DC1) suitable for being coupled to said gearbox (BV).

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