Method for managing regenerative braking of a motor vehicle

Abstract

A method for managing the regenerative braking of a motor vehicle (1) comprising an electric motor (2) capable of providing a resistance torque, the resistance torque of the motor being controlled by a regenerative braking law (L1, L2, L3, LB) that can be chosen from at least one first law (L1, L2, L3) and a second law (LB), the resistance torque associated with the second law (LB) being strictly greater than the resistance torque associated with the first law (L1, L2, L3), the management method comprising: - a first step (E1) of manual or automatic selection of the first law (L1, L2, L3), - a second step (E2) of manual or automatic selection of the second law (LB), - a third step (E3) of automatic deselection of the second law (LB) and automatic selection of the first law (L1, L2, L3) when a condition related to the speed of the vehicle (1) and / or to the position of the accelerator pedal (6) of the vehicle is satisfied.

Description

Technical Field

[0001] This invention relates to a method for managing regenerative braking in motor vehicles, particularly electric vehicles, the vehicles including an electric motor capable of providing drag torque. The invention also relates to a motor vehicle including hardware and / or software devices capable of implementing this management method. Background Technology

[0002] Motor vehicles referred to as "electric" include a powertrain comprising at least one electric motor capable of driving the vehicle's drive wheels. Such an electric motor can function as an engine by converting electrical energy into mechanical energy, or as a generator by converting mechanical energy into electrical energy. The motor can therefore apply positive torque (or in other words, engine torque) or negative torque (or in other words, drag torque) to the vehicle's drive wheels. The generation of drag torque can be used to decelerate the vehicle when necessary, or it can be used to generate electrical energy that can be used to charge the vehicle's storage devices, particularly the battery. Therefore, this drag torque, or engine braking, is typically applied automatically when the vehicle driver releases the accelerator pedal.

[0003] To optimize the amount of mechanical energy converted into electrical energy and thus improve vehicle autonomy, a large drag torque may be required. Furthermore, unlike internal combustion engines, electric motors can generate drag torque of the same magnitude as their maximum motor torque. Therefore, it is possible to convert a significant amount of mechanical energy into electrical energy. However, when the drag torque (or in other words, regenerative braking torque) is large, it becomes more difficult to control the vehicle's behavior. In particular, the vehicle may decelerate more sharply than the driver expects, forcing them to accelerate again. The vehicle's behavior then becomes unstable. The vehicle becomes less maneuverable, and there is a risk of frontal or rear-end collisions.

[0004] Vehicles including devices for selecting a given driving mode from a set of available modes are known. Thus, a user can select between operating modes such as “Economy,” “Comfort,” “Normal,” or “Sport,” thereby obtaining engine braking specific to the selected mode. However, this solution has drawbacks. It forces the driver to constantly verify the selected mode and adapt their driving accordingly. For example, a driver might select a mode for higher drag torque because they are about to descend a long hill, and then be surprised by the high drag torque when releasing the accelerator pedal again while driving on a level road. In particular, document US 20120143420 describes the use of paddle shifters arranged close to the steering wheel for easy control of regenerative deceleration modes. However, even with improved ergonomics, drivers still have to constantly adapt the mode to their driving or adapt their driving to the selected mode.

[0005] Introduction of the present invention

[0006] The purpose of this invention is to provide a method for managing regenerative braking that overcomes the aforementioned drawbacks and improves upon known management methods in the prior art.

[0007] More specifically, the first subject of the present invention is a management method that enables better driving comfort while still optimizing the amount of mechanical energy converted from the vehicle's motor into electrical energy.

[0008] The second aspect of this invention is a simple and intuitive management method. Summary of the Invention

[0009] Therefore, the present invention is based on a method for managing regenerative braking of a motor vehicle, the motor vehicle including an electric motor capable of providing drag torque, the drag torque of which is controlled by a regenerative braking law selected from at least one first law and a second law, wherein the drag torque associated with the second law is strictly greater than the drag torque associated with the first law, the management method comprising:

[0010] - Select the first step of the first law manually or automatically.

[0011] - Select the second step of the second law manually or automatically.

[0012] - When conditions related to the vehicle's speed and / or the position of the vehicle's accelerator pedal are met, the third step of automatically deselecting the second law and automatically selecting the first law is performed.

[0013] The resistance torque of the motor controlled by the second regenerative braking law can be the maximum resistance torque of the motor.

[0014] During the first step and / or the second step, the regenerative braking law can be manually selected via the vehicle's control interface, in particular via paddles arranged around the vehicle's steering wheel.

[0015] The condition can be satisfied under the following circumstances:

[0016] -The vehicle's speed becomes strictly below the first threshold, then

[0017] - The vehicle's speed has become significantly greater than the second threshold, and the accelerator pedal has been depressed beyond the third threshold.

[0018] The condition can be satisfied if the accelerator pedal is pressed for a period of time that is greater than or equal to the fifth threshold and exceeds the fourth threshold.

[0019] The method may include the step of automatically selecting the first law in the following situations:

[0020] - The vehicle's gear lever is in neutral or park, and / or

[0021] - The vehicle's steering control system is active.

[0022] The motor's resistance torque can only be applied according to the second law when the position of the foot being lifted off the accelerator pedal is detected.

[0023] This management method may also include:

[0024] - The step of applying the resistance torque according to the first regenerative braking law,

[0025] - The steps for detecting the actuation of the vehicle's control interfaces, particularly the steps for detecting the simultaneous actuation of two separate control interfaces of the vehicle.

[0026] - The step of applying the resistance torque according to the second regenerative braking law when the control interface is actuated.

[0027] - The step of applying the resistance torque according to the first regenerative braking law (L1, L2, L3) when the control interface is not actuated.

[0028] This management method may also include:

[0029] - The step of applying the resistance torque according to the first regenerative braking law,

[0030] - Transition step, during which the resistance torque of the motor gradually changes from the resistance torque according to the first law to the resistance torque according to the second law.

[0031] - The step of applying the resistance torque according to the second regenerative braking law,

[0032] Or it may include:

[0033] - The step of applying the resistance torque according to the second regenerative braking law,

[0034] - Transition step, during which the resistance torque of the motor gradually changes from the resistance torque according to the second law to the resistance torque according to the first law.

[0035] - The step of applying the resistance torque according to the first regenerative braking law.

[0036] The present invention also relates to a motor vehicle, characterized in that the motor vehicle includes hardware and software devices capable of implementing the management method described above.

[0037] The present invention also relates to a computer program product comprising program code instructions stored on a computer-readable medium for implementing the steps of the management method described above when the program is run on a computer.

[0038] The present invention also relates to a computer program product that can be downloaded from a communication network and / or stored on a computer-readable data medium and / or a computer-executable data medium, characterized in that the computer program product includes instructions that, when executed by the computer, cause the computer to perform the management method as described above.

[0039] The present invention also relates to a computer-readable data storage medium having a computer program stored thereon, the computer program including program code instructions for implementing the management method described above.

[0040] The present invention also relates to a computer-readable storage medium including instructions that, when executed by a computer, cause the computer to perform the methods described above.

[0041] The present invention also relates to a signal from a data medium carrying a computer program product as described above. Attached Figure Description

[0042] These subjects, features, and advantages of the present invention will be set forth in detail in the following non-limiting description of a specific embodiment given with reference to the accompanying drawings, in which:

[0043] [ Figure 1 ] Figure 1 This is a schematic diagram of a motor vehicle according to an embodiment of the present invention.

[0044] [ Figure 2 ] Figure 2 This is a view of the driver's seat in the vehicle from the driver's perspective.

[0045] [ Figure 3 ] Figure 3 It is a graph showing various regenerative braking laws.

[0046] [ Figure 4 ] Figure 4 This is a functional diagram of a management method according to an embodiment of the present invention.

[0047] [ Figure 5 ] Figure 5 It is a graph illustrating specific functions of management methods, and

[0048] [ Figure 6 ] Figure 6 This is a function diagram of one embodiment of the specific function. Detailed Implementation

[0049] Figure 1 A motor vehicle 1 according to an embodiment of the present invention is schematically shown. Vehicle 1 can be of any type. In particular, it can be, for example, a conventional vehicle, a multi-purpose vehicle, a truck, or a bus. Vehicle 1 is equipped with a powertrain including an electric motor 2, drive wheels 3, a controller 4, a reduction gear 5, an accelerator pedal 6, a battery 7, and a gearshift lever 8.

[0050] The motor is connected to battery 7. Battery 7 is an energy storage device, such as a lithium-ion battery. Motor 2 can provide engine torque or resistance torque to drive wheel 3 via reduction gear 5 or a gearbox located between motor 2 and drive wheel 3. Generally, when the motor uses electrical energy from battery 7 to generate mechanical energy that can be used to drive the vehicle, the torque is called "engine torque" or "positive torque." When the motor uses mechanical energy (especially the vehicle's kinetic energy) to generate electrical energy that can be used to charge the battery, the torque is called "resistance torque" or "negative torque." Resistance torque can also be referred to as engine braking.

[0051] The accelerator pedal 6 is equipped with a position sensor that provides a signal based on the pedal's position (i.e., the degree to which the pedal is depressed). This position sensor is connected to the controller 4. The accelerator pedal is also fitted with a spring mechanism that allows the pedal to automatically rise to its highest position when not under load from the driver's foot. The gearshift lever 8 is also equipped with a position sensor connected to the controller 4. The gearshift lever can be operated between positions P (parking), R (reverse), N (neutral), and D (drive).

[0052] refer to Figure 2 The vehicle 1 also includes a driver's seat. The driver's seat includes two control interfaces 9 and 10, located on the right and left sides of the vehicle's steering wheel 11, respectively. These control interfaces can take the form of steering wheel paddles, or, as variations, buttons or knobs, levers, touchscreens, or even interfaces capable of interpreting voice commands. The control interfaces can be integrated into the steering wheel or onto control levers arranged around the steering wheel 11. Alternatively, they can be located on the dashboard within the driver's area. Advantageously, the hands can remain in contact with the steering wheel 11 while manipulating these two control interfaces. In particular, the driver can hold the steering wheel 11 in the palms of both hands and move the fingers of their right hand or left hand toward each control interface 9 or 10, respectively. These control interfaces are electrically connected to the controller 4, such that when the driver actuates one or the other of these control interfaces, a control command is sent to the controller.

[0053] Controller 4 (also known as an electronic control unit) includes a microprocessor, memory, and input / output interfaces for receiving signals from the accelerator pedal 6 and the gearshift lever 8. Controller 4 is also directly or indirectly connected to the vehicle's speed sensor. Controller 4 is also connected to motor 2. It is capable of sending control commands to motor 2 that define the engine torque or drag torque to be applied by motor 2. The controller's memory includes code instructions for a management method according to an embodiment of the present invention. This management method can be executed by the processor of controller 4.

[0054] The memory of controller 4 may include at least two separate regenerative braking laws. One of these laws may be a characteristic that defines the resistance torque C applied to the vehicle's drive wheels according to the vehicle speed V. Therefore, the regenerative braking law characterizes the vehicle deceleration when the motor operates as a current generator. That is, the regenerative braking law characterizes engine braking. Engine braking generated by an electric motor can be greater than engine braking in vehicles equipped with internal combustion engines.

[0055] Figure 3 Four separate laws, L1, L2, L3, and LB, are presented. The motor torque C is given on the vertical axis. Since it is a drag torque, it is negative by convention. The vehicle speed V is shown on the horizontal axis. For a given regenerative braking law, the greater the vehicle speed, the greater the drag torque. At zero speed, the drag torque is also zero. For any vehicle speed value, the motor drag torque associated with law L1 is less than the motor drag torque associated with law L2, the motor drag torque associated with law L2 is itself less than the drag torque associated with law L3, and the motor drag torque associated with law L3 is itself less than the drag torque associated with law LB.

[0056] The motor resistance torque associated with the regenerative braking law LB can be the maximum resistance torque of the motor. Therefore, for each speed value, the resistance torque associated with law LB can correspond to the maximum resistance torque that the motor can provide. This maximum torque is limited by the power of the electric motor. As a variant, particularly if the electric motor is very powerful, the resistance torque associated with law LB can correspond to a given percentage of the maximum resistance torque that the electric motor can provide, such as 95% or 90%. According to another variant, the resistance torque associated with law LB can correspond to the maximum resistance torque that the drive wheels 3 can transmit to the vehicle without losing traction. This maximum torque can be determined based on the tires used and the road grip conditions. For example, it can be calculated using a steering control system of the ESP type integrated into the vehicle. Finally, the resistance torque associated with the regenerative braking law LB can be as large as possible to effectively decelerate the vehicle, as if the driver were normally pressing the brake pedal. Therefore, such a resistance torque allows for the conversion of the maximum amount of vehicle kinetic energy into electrical energy that can be used to charge battery 7.

[0057] According to the given embodiment, the regenerative braking law can be selected from four laws L1, L2, L3, and LB. The user can select a given regenerative braking law using control interfaces 9 and 10. Control interface 9 can be used, for example, to increment the index of the regenerative braking law from law L1 to law L4. Control interface 10 can be used, for example, to decrement the index of the regenerative braking law from law L4 back to law L1. To make the selection of a given regenerative braking law more reliable, the control interface can be verified to have been actuated for the shortest possible time. It should be noted that the number of available braking laws can be any number greater than or equal to two. The description of the invention will readily allow for the storage of any number of regenerative braking laws in the controller's memory. Regardless of the number, law LB is the law that produces the strongest resistance torque.

[0058] Once the accelerator pedal is no longer under load, the selected regenerative braking law can be automatically activated. As a variant, it can be applied immediately when the accelerator pedal rises above a predetermined threshold. However, law LB only applies when the foot is detected to have left the accelerator pedal (i.e., the driver has not applied any pressure to the accelerator pedal).

[0059] This management method is implemented while the vehicle is traveling on the road. In the first step E1 of the management method, the driver selects a first regenerative braking law from laws L1, L2, and L3. In other words, they select any available regenerative braking law other than the regenerative braking law LB associated with the highest resistance torque. This selection can be automatic. For example, it could be a default selection defined in the factory during vehicle manufacturing. It could also be a default selection defined by the vehicle user in the vehicle's configuration menu. The selection can also be manual. In particular, the driver can actuate one or another control interface 9, 10 to select one of the regenerative braking laws L1, L2, or L3. The selected braking law is stored in the memory of the controller 4. Each time the driver lifts their foot off the accelerator pedal, the motor applies resistance torque according to the selected regenerative braking law. According to one embodiment, the first law corresponds to a substantially zero resistance torque.

[0060] Subsequently, in the second step E2, the user can select the second regenerative braking law LB. For example, the driver may be preparing for a long descent on a slope, on a mountain, or at the top of a pass. Therefore, they can manipulate control interfaces 9 and 10 to select law LB. As a variation, for example, law LB can also be automatically selected if it is detected that the vehicle is performing a long descent. This detection can be based on, for example, the vehicle's geolocation data. It can also be based on an awareness of the extensive use of the vehicle's brakes. After law LB is selected, for such a long descent, the vehicle benefits from strong engine braking, which effectively charges the vehicle's battery 7 while protecting the vehicle's brakes.

[0061] In the third step, E3, the regenerative braking law pre-selected during the first step, E1, is automatically selected. This automatic selection is executed if conditions related to vehicle speed and / or accelerator pedal position are met. Therefore, during the third step, E3, the regenerative braking law LB is automatically deselected (or in other words, automatically deactivated). "Automatic" is understood to mean that this step is performed without a specific command from the driver. Specifically, the driver does not need to use control interfaces 9 and 10 to reactivate one of the pre-selected regenerative braking laws L1, L2, and L3. After this step, when the driver's foot is fully released from the accelerator pedal, engine braking is significantly reduced compared to when law LB was selected, and the vehicle's behavior is more easily controlled.

[0062] It should be noted that the last chosen regenerative braking law can be defined as the law among laws L1, L2, and L3 that remains chosen for a sufficiently long period of time. Therefore, if the user starts with law L1 and briefly passes through laws L2 and L3 to choose law LB, law L1 will actually be reactivated during the third step E3.

[0063] refer to Figure 4 The function diagram states that the condition can be satisfied when one or more of the sub-conditions IF1, IF2, IF3, and IF4 are met.

[0064] The first subcondition IF1 can be considered satisfied under the following conditions:

[0065] -The vehicle's speed Vveh becomes strictly less than the first threshold V1, then

[0066] - The vehicle's speed Vveh becomes strictly greater than the second threshold V2, and the accelerator pedal has been pressed down more than the third threshold P2.

[0067] Meeting this sub-condition can be interpreted as the driver having completed the downhill descent and / or no longer needing significant engine braking. In addition to observing changes in speed, observing the pressure on the accelerator pedal ensures that the speed change is not solely due to changes in gradient during the downhill descent.

[0068] If the accelerator pedal is depressed for a period of time exceeding the fourth threshold P1 and consistently greater than or equal to the fifth threshold, then the second sub-condition IF2 can be considered satisfied. This fifth threshold can be defined by a time delay. Satisfying this sub-condition can be interpreted as the driver having resumed normal driving and no longer requiring significant engine braking.

[0069] It should be noted that thresholds V1, V2, P1, and P2 can be defined during the vehicle calibration phase according to the desired behavior. Thresholds V1 and V2 are expressed in the same units as vehicle speed. Thresholds P1 and P2 represent the positions of the accelerator pedal.

[0070] If the vehicle's gear lever is in neutral (position N) or park (position P), then the third subcondition IF3 is considered to be satisfied.

[0071] If the vehicle's steering control system is active, then the fourth subcondition IF4 can be considered satisfied.

[0072] Therefore, conditions IF3 and IF4 are independent of the accelerator pedal position and vehicle speed. Other sub-conditions can be proposed to identify driving situations where it is best not to apply maximum resistance torque. Advantageously, each of these sub-conditions IF1, IF2, IF3, and IF4 can independently of the other sub-conditions lead to the cancellation of the chosen law LP and reactivation of the pre-selected law.

[0073] Advantageously, this management method includes a transition step for gradually adapting the resistance torque when the driver changes the regenerative braking law. This transition step (the duration of which can be defined parametrically) avoids any sudden changes in the resistance torque generated by the motor. This improves the comfort of the vehicle user. Specifically, this transition step ensures user comfort when the regenerative braking law automatically changes from law LB to law L1.

[0074] refer to Figure 5 and Figure 6 The management method may also include a function to temporarily increase the resistance torque generated by the motor. This function may include, for example, the following steps E5, E6, E7, and E8.

[0075] In the fifth step E5, the resistance torque is applied according to the regenerative braking law selected from laws L1, L2 and L3.

[0076] In step E6, simultaneous activation of the vehicle's two control interfaces, 9 and 10, is detected. It should be noted that detecting simultaneous activation of both control interfaces ensures that the temporary increase in resistance torque is not accidental. This prevents unintentional activation of significant engine braking.

[0077] In step E7, if both control interfaces 9 and 10 of the vehicle are actuated, a resistance torque is applied according to the regenerative braking law LB. For example, when the control interfaces are paddle shifters on the steering wheel, if these two paddle shifters are pulled towards the driver, a resistance torque is applied according to the regenerative braking law LB. The vehicle's engine braking is therefore temporarily increased.

[0078] In step E8, if the two control interfaces 9 and 10 are not simultaneously actuated, a resistance torque is applied according to the same regenerative braking law as during step E5. Therefore, in step E8, the regenerative braking law LB is deactivated.

[0079] As a variant, the vehicle may include a single control interface dedicated to activating a function that temporarily increases the drag torque generated by the motor.

[0080] This function of temporarily increasing the drag torque generated by the motor can be particularly useful when the driver wants to temporarily reduce the vehicle's speed and then accelerate again, such as when approaching a roundabout or intersection. Therefore, if both control interfaces 9 and 10 are actuated, greater engine braking can be applied temporarily. The driver can thus decelerate and then accelerate again without changing the position of their feet. In other words, the law LB can be activated and deactivated very easily and quickly. This function can therefore also be advantageously implemented in vehicles adapted for people with impaired leg mobility.

[0081] Figure 5 The graph shown illustrates the relationship between the torque C supplied by the motor and the position P of the accelerator pedal 6. The greater the degree to which the accelerator pedal 6 is pressed down, the greater the torque C supplied by the motor. Without actuation of the control interfaces, the torque supplied by the motor follows the first curve C1. When actuation of the control interfaces is detected, particularly when both control interfaces 9 and 10 are actuated simultaneously, the torque supplied by the motor follows the second curve C2. Figure 5 In the graph, the second curve C2 is essentially obtained by shifting the first curve C1 to the right. Therefore, the motor's response is as if the accelerator pedal position has been moved upwards by a given offset, i.e., in the direction of lower acceleration. Thus, this offset of the accelerator pedal position is only applied during the simultaneous activation of control interfaces 9 and 10.

[0082] Figure 6 The function diagram illustrates a specific embodiment of the function that temporarily increases the resistance torque generated by the motor. This function diagram includes the calculation of two sub-functions, F1 and F2. Sub-function F1 calculates a counter i, which increments at fixed intervals as long as both control interfaces 9 and 10 are simultaneously active. When the two control interfaces 9 and 10 are no longer simultaneously active, the counter i is reset to the value 0.

[0083] The second sub-function F2 calculates the specific resistance torque applied by the motor. It takes as input both the regenerative braking law selected by the user from laws L1, L2, and L3, and the regenerative braking law LB. The torque applied by the motor is equal to the maximum torque between the resistance torque obtained through the user-selected regenerative braking law and the resistance torque generated by multiplying law LB by a coefficient equal to the minimum value between 1 and i / M (where M is a fixed value defined by parameterization, and i is a counter calculated by sub-function F1). Furthermore, the calculation of the resistance torque generated by law LB can be filtered, specifically by a low-pass filter T.

[0084] This invention provides a management method for automatically activating and deactivating the regenerative braking law that generates maximum engine braking. Therefore, when this option is available, vehicle users can easily utilize this braking law. They can thus efficiently charge the vehicle's battery and protect the brakes. The braking law is automatically deactivated, so the vehicle's behavior remains easily controllable in all other situations. The driver does not need to think deeply about how to deactivate the regenerative braking law associated with maximum resistance torque. Therefore, they can focus on other aspects of driving.

Claims

1. A management method for managing regenerative braking of a motor vehicle (1), the motor vehicle including an electric motor (2) capable of providing a drag torque, the drag torque of the motor being controlled by a regenerative braking law (L1, L2, L3, LB) selected from at least one first law (L1, L2, L3) and a second law (LB), wherein the drag torque associated with the second law (LB) is strictly greater than the drag torque associated with the first law (L1, L2, L3), the management method comprising: - Manually or automatically select the first step (E1) of the first law (L1, L2, L3). - Select the second step (E2) of the second law (LB) manually or automatically. - When conditions related to the speed of the vehicle (1) and / or the position of the accelerator pedal (6) of the vehicle are met, the second law (LB) is automatically deselected and the third step (E3) of the first law (L1, L2, L3) is automatically selected, wherein the conditions are met under the following conditions: - The vehicle's speed (Vveh) becomes strictly less than the first threshold (V1), then - The vehicle's speed (Vveh) becomes significantly greater than the second threshold (V2), and the accelerator pedal has been depressed beyond the third threshold (P2).

2. The management method as described in claim 1, characterized in that, The resistance torque of the motor controlled by the second law (LB) of regenerative braking is the maximum resistance torque of the motor (2).

3. The management method as described in claim 1 or 2, characterized in that, During the first step (E1) and / or the second step (E2), the regenerative braking law is manually selected via the vehicle's control interface (9, 10).

4. The management method as described in claim 1 or 2, characterized in that, The condition is satisfied if the accelerator pedal is pressed for a period of time that is greater than or equal to the fifth threshold than the fourth threshold (P1).

5. The management method as described in claim 1 or 2, characterized in that, The method includes the step of automatically selecting the first law in the following situations: - The vehicle's gear lever (8) is in neutral or park, and / or - The vehicle's steering control system is active.

6. The management method as described in claim 5, characterized in that, The motor's resistance torque is applied only when the foot is detected to be lifted off the accelerator pedal, in accordance with the second law (LB).

7. The management method as described in claim 1 or 2, characterized in that, The method includes: - The step of applying the resistance torque according to the first law of regenerative braking (L1, L2, L3), - The steps for detecting the actuation of the vehicle's control interfaces (9, 10) - The step of applying the resistance torque according to the second law (LB) of regenerative braking when the control interface is actuated. - The step of applying the resistance torque according to the first law of regenerative braking (L1, L2, L3) when the control interface is not actuated.

8. The management method as described in claim 1 or 2, characterized in that, The method includes: - The step of applying the resistance torque according to the first law of regenerative braking (L1, L2, L3), - Transition step, during which the resistance torque of the motor gradually changes from the resistance torque according to the first law to the resistance torque according to the second law (LB). - The step of applying the resistance torque according to the second law of regenerative braking. Alternatively, the method is characterized by comprising: - The step of applying the resistance torque according to the second law (LB) of regenerative braking, - Transition step, during which the motor's resistance torque gradually changes from the resistance torque according to the second law to the resistance torque according to the first law (L1, L2, L3). - The step of applying the resistance torque according to the first law of regenerative braking.

9. The management method as described in claim 3, characterized in that, The regenerative braking law is manually selected via paddles arranged around the steering wheel (11) of the vehicle.

10. The management method as described in claim 7, characterized in that, The method includes simultaneously actuating two separate control interfaces (9, 10) of the vehicle.

11. A motor vehicle (1), characterized in that, The motor vehicle includes a hardware device (4) and a software device capable of implementing the management method as described in any one of claims 1 to 10.

12. A computer program product comprising program code instructions stored on a computer-readable medium, the instructions being configured to implement the steps of the management method as described in any one of claims 1 to 10 when the program is run on a computer, or a computer program product capable of being downloaded from a communication network and / or stored on a computer-readable data medium and / or a computer-executable data medium, characterized in that, The computer program product includes instructions that, when executed by the computer, cause the computer to perform the method as described in any one of claims 1 to 10.

13. A computer-readable data storage medium having a computer program stored thereon, the computer program comprising program code instructions for implementing the management method as described in any one of claims 1 to 10, or a computer-readable storage medium comprising instructions that, when executed by a computer, cause the computer to implement the method as described in any one of claims 1 to 10.

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