SECURE CONTROL OF THE REACTIVATION OF AN ELECTRIC POWERTRAIN IN A VEHICLE POWERTRAIN

Abstract

A method is implemented in a vehicle comprising a powertrain monitored by a supervisory computer and including at least one electric drive controlled by a machine computer and connected to a power circuit designed to be coupled to a power supply controlled by a source computer. This method includes a step (10-30) in which, when a predefined event occurs in the vehicle that triggers the wake-up of each of the supervisory computers, source computers, and machine computers, a timer of a chosen duration is initiated to allow the machine computer to fully wake up, and upon expiration of this chosen duration, the source computer is instructed to apply a chosen voltage to the power circuit. Figure 3

Description

Title of the invention: SECURE CONTROL OF THE REACTIVATION OF AN ELECTRIC POWERTRAIN IN A VEHICLE POWERTRAIN Technical field of the invention

[0001] The invention relates to vehicles comprising a powertrain (or PMT) including at least one electric drive machine, and more specifically the control of the awakening of such an electric drive machine when a predefined event occurs. State of the art

[0002] Some vehicles, possibly of the automobile type, include a powertrain (or PMT) supervised by a supervisory computer and comprising at least one electric drive machine controlled by a machine computer and connected to an electrical power circuit (or "high voltage") suitable for being coupled to an electrical power supply source controlled by a source computer.

[0003] It should be noted that the electrical power source can be a rechargeable battery called "main" (or "traction" or "power"), or a fuel cell (for example, hydrogen).

[0004] It should also be noted that the GMP can be purely electric or hybrid (thermal and electric).

[0005] In certain vehicles of the type described above, the detection of at least one predefined event (such as the opening of a trunk lid or a door dedicated to a passenger or the driver, or the central unlocking of the vehicle) triggers the transmission of a general wake-up signal intended to cause an initial temporary awakening of all the vehicle's computers. Upon receiving this general wake-up signal, all the vehicle's computers will wake up at least "partially" (exiting a "sleep" mode and entering a "standby" mode) in order to verify whether the detected predefined event requires their full (or complete) awakening and therefore their exit from standby mode.

[0006] For example, when the predefined event is the opening of the trunk lid or a passenger door, the powertrain monitoring computer, source computer, and electric machine computer should not be kept awake because none of their functionalities are necessary or required following such a predefined event. They will therefore each initiate a shutdown procedure, which notably involves ceasing their communications on the embedded communication networks (possibly multiplexed) and enter a sleep mode after a certain time (usually between 15 and 20 seconds).

[0007] However, in certain vehicles, when the predefined event is the opening of the driver's door, an early activation procedure for the powertrain is implemented so that the driver does not have to wait too long before starting the vehicle. The purpose of such a procedure is to place the power electrical circuit under a chosen voltage.

[0008] However, it can happen that the electrical machine control unit (ECU) goes to sleep even though the powertrain monitoring ECU and source control unit are still awake or in standby mode. In this case, another general wake-up signal is transmitted to all the vehicle's control units. In this situation, the power electrical circuit may be under the selected voltage (due to the actions of the powertrain monitoring ECU and source control unit) while the electrical machine control unit is waking up. Consequently, when the electrical machine control unit detects this selected voltage while its initialization and / or diagnostic phases are not yet complete, it considers this abnormal and immediately enters a "fault" state that prevents the vehicle's powertrain from starting.

[0009] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0010] In particular, it proposes for this purpose a control method intended to be implemented in a vehicle comprising a powertrain (or PMT) supervised by a supervisory computer and comprising at least one electric drive machine controlled by a machine computer and connected to an electrical power circuit suitable for being coupled to an electrical power supply source controlled by a source computer.

[0011] This control method is characterized by the fact that it includes a step in which, when a predefined event occurs in the vehicle capable of inducing a wake-up of each of the supervisory computer, source computer and machine computer, a timer of a chosen duration is triggered to allow a complete wake-up of the machine computer, and at the expiry of said chosen duration the source computer is ordered to place the power electrical circuit under a chosen voltage.

[0012] Thanks to the invention, it is now possible to safely control the complete awakening of the electric machine computer without risk of occurrence of an abnormal voltage on the power electrical circuit, which makes it possible to prevent the GMP from not being able to be started.

[0013] The control method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0014] - in its step, the predefined event may be the detection of an opening of a door dedicated to a driver of the vehicle;

[0015] - in its step, at the expiration of the chosen duration, the calculator can be instructed to source to control a pre-charge of the electrical power circuit, then an effective coupling of the electrical power supply source to the electrical power circuit in order to place the latter under the chosen voltage;

[0016] - in its step, the chosen duration can be between 500 ms and 1500 ms.

[0017] 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) supervised by a supervisory computer and comprising at least one electric drive machine controlled by a machine computer and connected to an electrical power circuit suitable for being coupled to an electrical power supply source controlled by a source computer, to secure a wake-up of the machine computer.

[0018] The invention also proposes a control device intended to equip a vehicle comprising a powertrain (or PMT) supervised by a supervisory computer and comprising at least one electric drive machine controlled by a machine computer and connected to an electrical power circuit suitable for being coupled to an electrical power supply source controlled by a source computer.

[0019] This control device is characterized by the fact that it includes at least one processor and at least one memory arranged to perform the operations consisting, when a predefined event occurs in the vehicle which induces a wake-up of each of the supervisory computer, source computer and machine computer, of triggering a time delay of a chosen duration suitable for allowing a complete wake-up of the machine computer, and at the expiry of this chosen duration triggering a transmission to the source computer of an order to place the electrical power circuit under a chosen voltage.

[0020] The invention also proposes a vehicle, possibly of the automobile type, comprising:

[0021] - a powertrain (or PWM) supervised by a supervisory computer and comprising at least one electric drive unit controlled by a machine computer and connected to a power circuit designed to be coupled to an electrical power supply controlled by a source computer, and

[0022] - a control device of the type presented above.

[0023] For example, the GMP may also include a thermal engine. Brief description of the figures

[0024] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0025] [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,

[0026] [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

[0027] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0028] The invention aims in particular to propose a control method, and an associated DC3 control device, intended to allow secure control of the wake-up of the electric machine computer CME which is associated with the electric motor machine MME of a powertrain (or GMP) of a vehicle V.

[0029] In what follows, we consider, by way of non-limiting example, that the vehicle V is a land vehicle of the automobile type. For example, it is a car, as illustrated in [Fig. 1]. However, 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 a powertrain that is at least partially electric (and therefore comprising at least one electric drive machine).

[0030] Furthermore, in what follows, by way of non-limiting example, the powertrain is considered to be hybrid (thermal and electric), and therefore comprises at least one thermal power unit (MPU) and at least one electric power unit (EPU). However, the powertrain could be purely electric.

[0031] Furthermore, in what follows, by way of non-limiting example, the electric drive machine MME is considered to be associated with a power supply SA arranged in the form of a rechargeable battery referred to as the "main" (or "traction" or "power") battery. However, the electric drive machine MME could also be associated with a power supply SA arranged in the form of a fuel cell (for example, a hydrogen fuel cell).

[0032] It should also be noted that the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0033] A vehicle (land) V comprising a hybrid (thermal and electric) powertrain (here) and automated gearbox (BV) is schematically represented in [Fig.1], a service battery (BS), a power supply source (SA) (here a rechargeable main (or traction or power) battery), a source computer (CB), a CV converter, and a DC3 control device according to the invention.

[0034] 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 SA via a power (or "high-voltage") 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, for the sake of non-limiting example, the auxiliary battery BS is considered to be a 12 V lead-acid type.

[0035] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0036] The electrical power (or high-voltage) circuit is connected, on the one hand, to the main battery SA via an interface (or isolation) device DI, 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 SA to be recharged by an external power source temporarily connected to the vehicle V.

[0037] 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.

[0038] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer which can be asleep, in standby, or awake.

[0039] The MMT thermal drive machine comprises a crankshaft (not shown) which is fixedly attached to the drive shaft AM in order to drive the latter (AM) in rotation or to be driven in rotation by this drive shaft AM. This MMT thermal drive machine is designed to provide, here for the drive wheels of the vehicle V, a first engine torque defined by a thermal torque setpoint, for example determined by the CS supervisory computer.

[0040] The operation of the MMT thermal engine is controlled by a CMT thermal engine computer that can be in sleep, standby, or awake mode, and supervised by the CS supervisory computer. It should be noted that the computer The CMT thermal machine and the CS supervisory computer could be part of the same "supercomputer".

[0041] 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 motor torque, in particular (here) for at least one set Tl of driving wheels, when it is at least partially closed (or passing) 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)).

[0042] This first DC1 coupling device can be either totally closed (or totally conducting), or totally open (or totally non-conducting), or partially closed (or partially conducting).

[0043] For example, the first coupling device DC1 can be a hydraulic circuit clutch. But it could be of another type.

[0044] Also, for example, the Tl train 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 differential (here, the front one) Dl. But in a variant, this Tl train could be the one referenced T2, which is located in the rear PRV section of the vehicle V.

[0045] 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 a starter-alternator AD that is electrically powered by the main battery SA (and which can also recharge the latter (SA)). Thus, the starter-alternator AD can supply torque to the belt, which can then supply this torque to the crankshaft to start the MMT internal combustion engine. The MMT internal combustion engine can also be started by the MME electric motor when the first coupling device DC1 is at least partially closed.

[0046] In an unillustrated variant, the AD alternator-starter could be powered by the BS auxiliary battery.

[0047] The electric drive machine MME is connected to the electrical power circuit, and is capable, when supplied with electrical energy by the main battery SA via this electrical power circuit, of providing a second motor torque defined by an electrical torque setpoint, here for the drive wheels of the vehicle V. For example, the electrical torque setpoint can be determined by the supervisory computer CS.

[0048] Furthermore, this electric drive machine MME is (here) 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 it produces. The electric drive machine MME therefore supplies here the second motor torque that it produces for the Tl train and / or for the MMT thermal traction machine.

[0049] 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 SA associated with the electric drive unit MME. However, recovery can also be based on a portion of the initial motor torque supplied by the internal combustion engine MMT.

[0050] The operation of the electric motor machine MME is controlled by an electric machine computer CME which can be asleep, standby, or awake, and supervised by the supervisory computer CS.

[0051] 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).

[0052] For example, the main (or traction or power) battery SA 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 SA 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.

[0053] The interface (or isolation) device DI is arranged to isolate, when necessary, the main battery SA from the electric motor MME and more generally from the electrical power circuit. It includes, for example, contactors (or switches), possibly based on MOSFET(s), which can each be placed in an open (or non-conducting) state or a closed (or conducting) state.

[0054] The operation of the main battery SA and the interface (or isolation) device DI is controlled by the source control unit CB, which can be in sleep, standby, or awake mode, and which is supervised by the supervisory control unit CS. The source control unit CB is specifically responsible for controlling the connection / decoupling of the main battery SA to / from the power electrical circuit.

[0055] As illustrated, but not limited to, in [Fig. 1], the interface device DI can be part of a battery box BB associated with the main battery SA and which also includes voltage / current measurement means (not shown) and the source calculator CB. The main battery SA and the battery box BB can constitute a battery assembly (or "pack").

[0056] The CV converter is of the DC / DC type ("Direct Current / Direct Current"). Its primary function is therefore to convert an incoming direct current from the main battery SA, which is thus under a second voltage. (approximately equal to that at the terminals of the main battery SA), in an outgoing current having the first voltage, to power and / or support the on-board network.

[0057] It will be noted, as illustrated non-limitingly in [Fig. 1], that the CV converter can be part of a CH charger also comprising a CR charging computer responsible, at least, for controlling the charging of the main battery SA.

[0058] As indicated above, the gearbox BV includes at least one primary shaft (here called secondary) 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.

[0059] In what follows, by way of non-limiting example, the automated gearbox BV is considered to be a dual-clutch (or DCT) gearbox. Consequently, and as illustrated non-limitingly in [Fig. 1], the gearbox BV comprises first APS1 (j = 1) and second APS2 (j = 2) primary shafts, referred to as 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 gears (for example, 1, 3, and 5, and 2, 4, 6, and possibly 7). These gears have decreasing ratios respectively (starting from the smallest (1)).

[0060] 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 at one speed, and when the second clutch E2 is in the closed or slipping state, it causes the second secondary primary shaft APS2 to rotate at another speed.

[0061] When the gearbox BV receives a total torque at input (on a primary secondary shaft APSj associated with the clutch Ej in use (and therefore placed in its closed or sliding 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 (here for the drive wheels of the front axle Tl).

[0062] It should be noted that in an alternative embodiment the gearbox BV could include only one clutch associated with a single primary secondary shaft.

[0063] The operation of the gearbox BV is controlled by a gearbox computer CB', and supervised by the supervision computer CS.

[0064] As mentioned above, the invention proposes in particular a control method intended to allow secure control of the wake-up of the electric machine computer CME associated with the electric motor machine MME.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] As illustrated, but not limited to, in [Fig. 3], the (control) method according to the invention comprises a step 10-30 which is implemented each time a condition is met, namely the occurrence in vehicle V of a predefined event that is designed to trigger the awakening of each of the CS supervisory computer, CB source computer, and CME electrical machine computer. This predefined event is, for example, detected by the vehicle's on-board computer or the vehicle's general supervisory computer, which is permanently awake or in standby mode, but never asleep. As indicated in the introductory section, the detection of this predefined event triggers the emission of a generalized wake-up signal intended to cause a temporary awakening of all the vehicle's computers (after which each of these computers must determine whether or not it is personally affected by this detected predefined event).

[0069] It is important to note that this predefined event can occur in isolation, that is, without being preceded by another different predefined event, or it can occur shortly after the occurrence of a first different event. In the latter case, the first event may have triggered an initial placement of the CS supervisory computer, CB source computer, and CME electrical machine computer in their standby state, but not their awake state, even though only the CME electrical machine computer has gone back to sleep (because it is not affected by the (first generalized wake-up signal), a second predefined event occurs and therefore causes in particular a second placement of the electrical machine computer CME in its standby state and the placement of the supervision computer CS and source computer CB in their woke state.

[0070] Step 10-30 of the process includes a substep 20 in which, when the aforementioned condition is verified, one (for example the control device DC3) begins by triggering a time delay of a chosen duration suitable for allowing a complete wake-up of the electrical machine computer CME.

[0071] Step 10-30 of the process also includes a substep 30 in which, upon expiry of the chosen duration, the CB source computer is instructed to place the power electrical circuit under a chosen voltage uc. For example, the DC3 control device triggers the transmission to the CB source computer of an order to place the power electrical circuit under the chosen voltage uc.

[0072] Thanks to the elapsed time of the chosen duration, sufficient time is allowed for the electric machine computer (EMC) to perform all the operations necessary for its complete wake-up. Since the power circuit is placed under the chosen voltage uc after this elapsed time, it is certain that during the aforementioned operations there is no abnormal voltage on the power circuit, thus guaranteeing that the EMC will not malfunction (at least not due to the detection of an abnormal voltage). In other words, the complete wake-up of the EMC is reliably controlled, preventing the powertrain from failing to start. Then, the power circuit is placed under the chosen voltage uc to allow, in particular, the supply of current to the electric motor unit (EMU) if the vehicle V needs to be moved.

[0073] For example, and as illustrated, but not limited to, in [Fig. 3], step 10-30 may also include a substep 10 in which one (for example, the control device DC3) can check whether the detected event (which triggered the emission of a generalized wake-up signal) is the predefined event. If so, substep 20 is performed, while if not (the detected event is not the predefined event), the process terminates (and therefore the timer is not triggered).

[0074] Also, for example, in substep 10 of step 10-30, the predefined event could be the detection of the opening of the door dedicated to the driver of vehicle V. However, this is not mandatory. Indeed, it would be possible for another event to be the predefined event, or for several (at least two) events to be predefined events.

[0075] Also, for example, in substep 30 of step 10-30, upon expiration of the chosen duration, on (for example, the control device DC3) can instruct the CB source computer to control the pre-charge of the power electrical circuit via the DI isolation device, and then to effectively connect the main battery SA to the power electrical circuit in order to place the latter under the chosen voltage uc. This latter connection is achieved by placing the contactors (or switches) of the DI isolation device in the closed (or conducting) state, under the control of the CB source computer.

[0076] Also, for example, in substep 20 of step 10-30, the selected duration can be between 500 ms and 1500 ms. As an illustrative example, this selected duration can be 1000 ms (or 1 s). But other values ​​for the selected duration can be used. For example, this duration can be selected during the development or testing phase of a vehicle similar to vehicle V.

[0077] 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) for storing information representing the occurrence of a predefined event, 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 (II) for receiving information representing the occurrence of a predefined event for use in calculations or processing, possibly after having been formatted and / or demodulated and / or amplified, in a manner known per se, by means of a PR2 digital signal processor.In addition, this CS supervisory computer (or the DC3 control device computer) can also include an IS output interface, notably to deliver each timer trigger message or command, and each message or command to place the power electrical circuit under the chosen voltage uc.

[0078] 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 type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for implementing the control method described above to securely control the awakening of the electric machine computer CME associated with the electric motor machine MME in the vehicle V.

Claims

Demands

1. A control method for a vehicle (V) comprising a powertrain supervised by a supervisory computer (SC) and comprising at least one electric drive machine (EDM) controlled by a machine computer (MC) and connected to a power electrical circuit suitable for being coupled to an electrical power supply (AS) controlled by a source computer (SC), characterized in that it comprises a step (10-30) in which, when a predefined event occurs in said vehicle (V) suitable for inducing a wake-up of each of said supervisory computer (SC), source computer (SC) and machine computer (MC), a time delay of a chosen duration suitable for allowing a complete wake-up of said machine computer (MC), and at the expiration of said chosen duration is ordered said source computer (SC) to place said power electrical circuit under a chosen voltage.

2. Method according to claim 1, characterized in that in said step (10-30) said predefined event is a detection of an opening of a door dedicated to a driver of said vehicle (V).

3. Method according to claim 1 or 2, characterized in that in said step (10-30) at the expiry of said chosen time, said source calculator (CB) is instructed to check a pre-charge of said power electrical circuit, then an effective coupling of said power supply source (SA) to said power electrical circuit in order to place the latter under said chosen voltage.

4. A method according to any one of claims 1 to 3, characterized in that in said step (10-30) said chosen duration is between 500 ms and 1500 ms.

5. Product computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to any one of claims 1 to 4, in a vehicle (V) comprising a powertrain supervised by a supervisory computer (SC) and comprising at least one electric drive machine (EDM) controlled by a machine computer (MC) and connected to an electrical power circuit suitable for being coupled to a source power supply (SA) controlled by a source computer (CB), to secure a wake-up of said machine computer (CME).

6. Control device (DC3) for a vehicle (V) comprising a powertrain supervised by a supervisory computer (CS) and comprising at least one electric drive machine (MDM) controlled by a machine computer (MC) and connected to a power electrical circuit suitable for being coupled to an electrical power supply (AS) controlled by a source computer (BC), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, when a predefined event occurs in said vehicle (V) suitable for inducing a wake-up of each of said supervisory computer (CS), source computer (BC) and machine computer (MC), of triggering a time delay of a chosen duration suitable for allowing a complete wake-up of said machine computer (MC),and upon expiry of the said chosen duration, to trigger a transmission to said source computer (CB) of a command to place said power electrical circuit under a chosen voltage.

7. Vehicle (V) comprising a powertrain supervised by a supervisory computer (CS) and comprising at least one electric motive machine (EMM) controlled by a machine computer (MC) and connected to an electrical power circuit suitable for being coupled to an electrical power supply source (AS) controlled by a source computer (CB), characterized in that it further comprises a control device (DC3) according to claim 6.

8. Vehicle according to claim 7, characterized in that said powertrain further comprises a thermal engine (TE).

9. Vehicle according to claim 7 or 8, characterized in that it is of the automobile type.

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