Controlling decelerations of a land vehicle with a speed control function

Abstract

A control method is implemented in a land vehicle including a powertrain providing the driven wheels with a torque dependent on a torque setpoint and greater than or equal to a first minimum torque, an accelerator pedal having a percentage depression on the basis of which the torque setpoint is defined as being greater than or equal to a second minimum torque strictly greater than the first minimum torque, and a speed control function generating, in the event of activation, the torque setpoint as a function of a speed setpoint. This method comprises a step (10-40) in which, when the vehicle is in a deceleration phase controlled by the speed control function, the latter is authorized to generate a negative torque setpoint between the first and second minimum torques in order to reduce the time needed to achieve compliance with the speed setpoint.

Description

DESCRIPTION TITLE: CONTROL OF DECELERATION OF A LAND VEHICLE WITH SPEED CONTROL FUNCTION The present invention claims priority from French application No. 2303086 filed on 30.03.2023, the content of which (text, drawings and claims) is incorporated herein by reference. Technical field of the invention

[0001] The invention relates to land vehicles comprising a powertrain (or GMP) and at least one speed control function capable of controlling them, and more precisely the control of the torque setpoint intended for the GMP during a deceleration phase. State of the art

[0002] Some land vehicles, possibly of the automobile type, include:

[0003] - a powertrain (or GMP) capable of providing drive wheels with a torque which is a function of a torque setpoint and greater than or equal to a first minimum torque,

[0004] - an accelerator pedal having a percentage of depression from which the torque setpoint is defined, the latter being greater than or equal to a second minimum torque which is strictly greater than the first minimum torque, and

[0005] - a speed control function which, when activated, generates the torque setpoint based on a speed setpoint.

[0006] As is known to those skilled in the art, current speed control functions do not intervene in the strategies for controlling a vehicle's brakes. The only means these functions have at their disposal to decelerate the vehicle when necessary is to generate i negative torque instructions allowing recovery of regenerative braking torque to respect their speed instruction. The disadvantage is that currently the maximum regenerative braking torque that can be recovered by a speed control function is equal to the second minimum torque which corresponds to a percentage of zero depression (0%) of the accelerator pedal and which is strictly higher than the first minimum torque for reasons of driving pleasure and safety. As a result, the level of deceleration that can be obtained is relatively low and therefore the time required to respect the speed instruction is relatively long, which is particularly penalizing when the vehicle is on a steep downward slope or during a change of speed instruction or even during a so-called "spinning" mode when the driver suddenly stops pressing the accelerator pedal and the speed control function takes back control of the vehicle.

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

[0008] To this end, it proposes in particular a control method intended to be implemented in a land vehicle and comprising:

[0009] - a powertrain capable of providing drive wheels with a torque depending on a torque setpoint and greater than or equal to a first minimum torque,

[0010] - an accelerator pedal having a percentage of depression from which the torque setpoint is defined as being greater than or equal to a second minimum torque strictly greater than the first minimum torque, and

[0011] - a speed control function which, when activated, generates the torque setpoint based on a speed setpoint.

[0012] This control method is characterized by the fact that it comprises a step in which, when the vehicle is in a deceleration phase controlled by the speed control function, the latter is authorized to generate a negative torque setpoint between the first and second minimum torque in order to reduce the time required to comply with the speed instruction.

[0013] Thanks to the invention, it is now possible to recover more regenerative braking torque than when limited by the second minimum torque, and therefore decelerate the vehicle more sharply to meet the speed setting more quickly and transform a greater quantity of regenerative braking torque into electrical energy to recharge a possible rechargeable battery.

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

[0015] - in its step, the speed control function can be authorized to generate a negative torque setpoint at least equal to a third minimum torque between 95% of the first minimum torque and 85% of the first minimum torque, when the second minimum torque is greater than 80% of the first minimum torque;

[0016] - in its step, the speed control function can be authorized to generate a negative torque setpoint at least equal to a third minimum torque determined as a function of at least one behavioral parameter of the vehicle;

[0017] - in the presence of the last option, in its step, the behavioral parameter can be a slip of the driving wheels on a traffic lane on which the vehicle is traveling, which must be less than a chosen value;

[0018] - in its step, in the event of a driver of the vehicle regaining control of the vehicle by pressing the accelerator pedal during a deceleration phase, the negative torque setpoint generated by the speed control function can be increased during a transient phase, before a torque setpoint defined as a function of a percentage of pressing of the accelerator pedal is used;

[0019] - in its stage, in the event of the vehicle being taken control of by the speed control function after the pedal has been pressed accelerator pedal by a driver of the vehicle and during a deceleration phase, the speed control function can be authorized, during a transient phase, to generate negative torque instructions which decrease progressively from a last torque instruction defined according to a last non-zero percentage of depression of the accelerator pedal.

[0020] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a land vehicle and comprising, on the one hand, a powertrain capable of providing drive wheels with a torque depending on a torque setpoint and greater than or equal to a first minimum torque, on the other hand, an accelerator pedal having a percentage of depression from which the torque setpoint is defined by being greater than or equal to a second minimum torque strictly greater than the first minimum torque, and, on the other hand, a speed control function capable, in the event of activation, of generating the torque setpoint as a function of a speed setpoint, to control the torque setpoint during a deceleration phase of the vehicle.

[0021] The invention also proposes a control device intended to equip a land vehicle and comprising:

[0022] - a powertrain capable of providing drive wheels with a torque depending on a torque setpoint and greater than or equal to a first minimum torque,

[0023] - an accelerator pedal having a percentage of depression from which the torque setpoint is defined as being greater than or equal to a second minimum torque strictly greater than the first minimum torque, and

[0024] - a speed control function which, when activated, generates the torque setpoint based on a speed setpoint.

[0025] This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, when the vehicle is in a deceleration phase controlled by the speed control function, in authorizing the latter to generate a negative torque setpoint between the first and second minimum torques in order to reduce a time required to comply with the speed setpoint.

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

[0027] - a powertrain capable of providing drive wheels with a torque depending on a torque setpoint and greater than or equal to a first minimum torque,

[0028] - an accelerator pedal having a percentage of depression from which the torque setpoint is defined as being greater than or equal to a second minimum torque strictly greater than the first minimum torque,

[0029] - a speed control function capable, when activated, of generating the torque setpoint based on a speed setpoint, and

[0030] - a control device of the type presented above.

[0031] For example, this vehicle may include a rechargeable battery capable of storing electrical energy, and the powertrain may include at least one electric motor capable of recovering a regenerative braking torque, defined by the negative torque setpoint, to brake the vehicle, and of transforming this recovered regenerative braking torque into electrical energy to recharge the rechargeable battery. Brief description of the figures

[0032] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0033] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a control device according to the invention, a speed control calculator, and a hybrid GMP transmission chain and supervision calculator,

[0034] [Fig. 2] schematically and functionally illustrates an exemplary embodiment of a supervision computer comprising an exemplary embodiment of a control device according to the invention,

[0035] [Fig. 3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0036] The invention aims in particular to propose a control method, and an associated DC3 control device, intended to enable control of the torque setpoint ccg which is intended for the powertrain (or GMP) of a land vehicle V comprising at least one FCV speed control function, during a deceleration phase of the latter (V).

[0037] In the following, it is considered, by way of non-limiting example, that the land vehicle V is of the automobile type. It is for example a car, as illustrated in figure 1. But the invention is not limited to this type of land vehicle. It in fact relates to any type of land vehicle comprising a powertrain (or GMP) and a speed control function.

[0038] Figure 1 schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (and therefore in particular a thermal motor MMT and an electric motor MME), a supervision computer CS, a rechargeable battery BR, an accelerator pedal PA, a speed control computer CA, and a control device DC3 according to the invention.

[0039] It should be noted that the GMP could also be of the all-electric type. Furthermore, the transmission chain could also allow a four-wheel drive mode (or 4x4).

[0040] As illustrated, the transmission chain also comprises, here, a motor shaft AM, a first coupling device DC1, a second coupling device DC2, a gearbox BV, and a transmission shaft AT.

[0041] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0042] The thermal motor MMT comprises a crankshaft (not shown) which is fixedly secured to the engine shaft AM in order to drive the latter (AM) in rotation. This thermal motor MMT is suitable for being coupled to the gearbox BV via the first coupling device DC1, as well as here via the second coupling device DC2 (optional). In addition, it (MMT) is suitable for providing engine torque to move the vehicle V, on command from the supervision computer CS.

[0043] This first coupling device DC1 delivers a first engine torque for at least one train T1 of drive wheels of the vehicle V when it is in an at least partially coupled (or closed) position and therefore when it couples (here) the thermal motor MMT and the electric motor MME to the primary shaft AP of the gearbox BV.

[0044] For example, the train T1 can be located in the front part PW of the vehicle V. It is preferably, and as illustrated, coupled to the transmission shaft AT via a differential (here front) DV. But in a variant this train T1 could be the one referenced T2 which is located in the rear part PRV of the vehicle V.

[0045] Also for example, the first coupling device DC1 can be a clutch (single or double). But it could also be a torque converter or a dog clutch.

[0046] As a non-limiting example, the gearbox BV may be of the so-called “dual clutch (or DCT)” type. However, the invention is not limited to this type of gearbox.

[0047] In the example illustrated without limitation, the crankshaft of the thermal motor MMT is also coupled to a CC belt, itself coupled to an alternator-starter AD which is supplied with energy electric by the rechargeable battery BR (and which can also recharge the latter (BR)). Thus, the alternator-starter AD can provide torque to the belt CC, which can provide this torque to the crankshaft.

[0048] It should be noted that this BR rechargeable battery can, for example, be of the 48 V type. But this is not an obligation. Indeed, it could alternatively be of the 12 V, 24 V, or 400 V type for example.

[0049] The electric motor MME is (here) installed between the thermal motor MMT and the first coupling device DC1, and is capable of providing torque on the order of the supervision computer CS when it is supplied with electrical energy by the rechargeable battery BR. It (MME) is also capable of recovering a regenerative braking torque, defined by a regenerative braking torque setpoint (negative), to brake the vehicle V, and of transforming this recovered regenerative braking torque into electrical energy to recharge the rechargeable battery BR.

[0050] When the first coupling device DC1 has been placed in its fully coupled (or fully closed) state and the thermal prime mover MMT is providing (positive) torque and / or the electric prime mover MME is providing (positive) torque, the first coupling device DC1 delivers torque for the primary shaft AP of the gearbox BV.

[0051] This gearbox BV delivers a torque to the drive wheels which is a function of a torque setpoint ccg and which is greater than or equal to a first minimum torque c1 min.

[0052] It will also be noted that in the example illustrated non-limitingly in Figure 1, the transmission chain comprises a second coupling device DC2 installed between the thermal motor MMT and the first coupling device DC1, in order to allow coupling of the electric motor MME between the first DC1 and second DC2 coupling devices. Thus, when the second coupling device DC2 has been placed in its fully decoupled (or fully open) state, only the electric motor MME can provide torque upstream of the first coupling device DC1.

[0053] For example, this second DC2 coupling device can be a clutch.

[0054] It will also be noted that in the example illustrated non-limitingly in Figure 1 the first coupling device DC1, the possible second coupling device DC2, the electric motor MME and the gearbox BV are part of a gearbox assembly EBV. But this is not an obligation.

[0055] The accelerator pedal PA can be operated (here) by one foot of the driver of the vehicle V. It has a percentage of depression from which the torque setpoint ccg is defined, which is then representative of the driver's wishes and must be greater than or equal to a second minimum torque c2min which is strictly greater than the first minimum torque d min.

[0056] It will be noted that the accelerator pedal PA may possibly have a dual function so as to allow the implementation of a so-called “one pedal” function. This function allows, when it has been selected by the driver of the vehicle V, to use the accelerator pedal PA not only to accelerate the vehicle V, but also to decelerate (or brake) the vehicle V. When this single pedal function has been selected, part of the travel of the accelerator pedal PA is reserved for accelerating the vehicle V while the other part of the travel of this accelerator pedal PA is reserved for decelerating the vehicle V. The distribution of the two parts of the travel of the accelerator pedal PA is configurable when tuning the vehicle V.For example, the first 20 percent of the accelerator pedal PA can be used to manage the braking of vehicle V and the remaining 80 percent of the accelerator pedal PA can be used to manage the acceleration of vehicle V.

[0057] The speed control calculator CA provides at least one FCV speed control function within the vehicle V. It is considered in the following, by way of non-limiting example, that the FCV speed control function is a speed limitation function which, when activated, generates a torque setpoint ccg allowing the vehicle V not to exceed a speed setpoint cv. This generated torque setpoint ccg is then transmitted to the supervision computer CS. In a deceleration phase, the FCV speed control function therefore aims to converge the current speed of the vehicle V towards the speed setpoint cv.

[0058] But the invention is not limited to this type of speed control function. It relates to any type of speed control function capable of generating a torque setpoint as a function of a speed setpoint. Thus, the speed control function could also be a speed regulation function or a speed limiting function, for example.

[0059] It will be noted that the speed control computer CL and the supervision computer CS can, for example, communicate via an internal communication network RC of the vehicle V, possibly multiplexed, as illustrated non-limitingly in figure 1.

[0060] As mentioned above, the invention proposes in particular a control method intended to enable the control of the torque setpoint ccg (intended for the GMP group) during a deceleration phase of the vehicle V.

[0061] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in Figures 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP ("Digital Signal Processor")), and at least one memory MD. This control device DC3 can therefore be implemented in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it can be a microcontroller.

[0062] The MD memory is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is any type of device capable of performing at least one electrical or electronic operation.

[0063] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC3 is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC3 could include its own dedicated computer, or could be part of another computer on board the vehicle V and providing at least one other function, such as for example the speed control computer CA.

[0064] As illustrated non-limitingly in Figure 3, the (control) method, according to the invention, comprises a step 10-40 which is implemented each time the vehicle V is in a deceleration phase.

[0065] Step 10-40 of the method comprises a sub-step 30 in which, when the vehicle V is in a deceleration phase controlled by the FCV speed control function, the latter (FCV) is authorized (for example the control device DC3) to generate a negative torque setpoint ccg and between the first cl min and second c2min minimum torques in order to reduce the duration which is necessary to respect the speed setpoint cv.

[0066] It will be understood that by allowing the FCV speed control function to generate a negative torque setpoint ccg which is strictly lower than the second minimum torque c2min, it is now possible to recover (much) more regenerative braking torque than when limited by the second minimum torque c2min, and therefore to decelerate (or brake) the vehicle V (much) more strongly. It is therefore now possible to comply more quickly with the speed setpoint cv, but also, at the same time, to transform a greater quantity of regenerative braking torque into electrical energy to recharge the rechargeable battery BR, for example to offer greater mileage autonomy to the vehicle V. It is also possible to use the FCV speed control function advantageously to at least participate in the deceleration of the vehicle V.

[0067] The invention is therefore particularly advantageous, although not limitingly, when the vehicle V is on a steep downward slope or during a change in speed setpoint cv or even during a spinning mode (when the driver suddenly stops pressing the accelerator pedal PA and the speed control function FCV takes back control of the vehicle V).

[0068] For example, in sub-step 30 of step 10-40, one (for example the control device DC3) can authorize the FCV speed control function to generate a negative torque setpoint ccg and at least equal to a third minimum torque c3min. The latter (c3min) can be between 95% of the first minimum torque cl min and 85% of the first minimum torque c1 min when the second minimum torque c2min is greater than 80% of the first minimum torque cl min. It will be understood that this option is intended to prevent too high a regenerative braking torque (at the limit d min that the GMP can ensure) from being recovered by the electric motor MME not only for the comfort of the passengers (avoid excessive braking) but also to avoid damaging the electric motor MME).

[0069] It should be noted that other values ​​of the third minimum torque c3min can be considered as long as they are between the first c1 min and second c2min minimum torques.

[0070] It will also be noted that in sub-step 30 of step 10-40, one (for example the control device DC3) can authorize the FCV speed control function to use a third minimum torque c3min determined as a function of at least one behavioral parameter of the vehicle V, and therefore dynamically. For example, and as illustrated non-limitingly in FIG. 3, step 10-40 of the method can also comprise a sub-step 20 in which one (for example the control device DC3) can determine the third minimum torque c3min as a function of the (each) behavioral parameter of the vehicle V.

[0071] For example, in sub-step 20 of step 10-40 this behavioral parameter can be a slip of driving wheels on the track of traffic on which the vehicle V is traveling, and in this case, this slip must be less than a chosen value. It will be understood that this option is intended to prevent the recovery of too much regenerative braking torque from causing slippage of the drive wheels, which is potentially dangerous for the road holding of the vehicle V.

[0072] But other behavioral parameters of the vehicle V can be taken into account to determine the third minimum torque c3min.

[0073] It will also be noted that step 10-40 may include transient phases when control of the vehicle V is regained either by the driver (by pressing the accelerator pedal PA during a deceleration phase while the FCV speed control function was active), or by the FCV speed control function (at the end of pressing the accelerator pedal PA during a deceleration phase).

[0074] Thus, as illustrated non-limitingly in Figure 3, step 10-40 of the method may comprise a sub-step 40 in which, in the event of the driver regaining control of the vehicle V during a deceleration phase, one (for example the control device DC3) may increase, during a transient phase, the negative torque setpoint ccg, generated by the speed control function FCV, before a torque setpoint ccg defined as a function of a percentage of depression of the accelerator pedal PA (and therefore representative of the driver's wishes) is used.In other words, in the event of the driver regaining control of the vehicle V, a transitional phase can be provided during which the regenerative braking torque recovered on the order of the FCV speed control function is gradually reduced, so that the transition to the torque setpoint ccg representative of the driver's wishes is smooth, and thus avoid surprising the driver and / or harming the dynamic behavior of the vehicle V. It will be understood that increasing a negative torque setpoint ccg amounts to reducing its absolute value.

[0075] In the same way, as illustrated non-limitingly in Figure 3, step 10-40 of the method may comprise a sub-step 10 in which, in the event of resumption of control of the vehicle V by the control function of speed after the driver has finished pressing the accelerator pedal PA during a deceleration phase, one (for example the control device DC3) can authorize the FCV speed control function, during a transient phase, to generate negative torque instructions which decrease progressively from the last torque instruction ccg defined according to the last non-zero percentage of pressing of the accelerator pedal PA (and therefore representative of the last wish of the driver).In other words, in the event of the vehicle V being regained control by the FCV speed control function, a transitional phase can be provided during which the regenerative braking torque which is recovered on the order of the FCV speed control function is gradually increased, so that the transition from the last torque setpoint ccg representative of the driver's wishes is smooth, and thus avoid surprising the driver and / or harming the dynamic behavior of the vehicle V. It will be understood that reducing a negative torque setpoint ccg amounts to increasing its absolute value.

[0076] For example, each transient phase can have a duration between 200 ms and 500 ms. As an illustrative example, this duration can be equal to 300 ms. But other durations can be used.

[0077] It will also be noted, as illustrated non-limitingly in Figure 2, that the supervision computer CS (or the computer of the control device DC3) may also comprise a mass memory MM1, in particular for storing the last torque setpoint ccg representative of the driver's wishes and the possible behavioral parameter, as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS (or the computer of the control device DC3) may also comprise an input interface IE for receiving at least the last torque setpoint ccg representative of the driver's wishes and the possible behavioral parameter, possibly after having shaped and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this CS supervision calculator (or the DC3 control device calculator) can also include. an IS output interface, in particular for delivering each message containing an authorization to generate a negative torque setpoint between the first cl min and second c2min minimum torques or an authorization to generate a negative torque setpoint greater than the third minimum torque c3min.

[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 electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the torque setpoint ccg during a deceleration phase of the vehicle V.

Claims

CLAIMS

1. Control method for a land vehicle (V) and comprising i) a powertrain capable of supplying to drive wheels a torque depending on a torque setpoint and greater than or equal to a first minimum torque, ii) an accelerator pedal (PA) having a depression percentage from which said torque setpoint is defined as being greater than or equal to a second minimum torque strictly greater than said first minimum torque, and ll) a speed control function capable, in the event of activation, of generating said torque setpoint as a function of a speed setpoint, characterized in that it comprises a step (10-40) in which, when said vehicle (V) is in a deceleration phase controlled by said speed control function,the latter is authorized to generate a negative torque instruction between said first and second minimum torques in order to reduce a time required to comply with said speed instruction.

2. Method according to claim 1, characterized in that in said step (10-40) said speed control function is authorized to generate a negative torque setpoint at least equal to a third minimum torque between 95% of said first minimum torque and 85% of said first minimum torque when said second minimum torque is greater than 80% of said first minimum torque.

3. Method according to claim 1, characterized in that in said step (10-40) said speed control function is authorized to generate a negative torque setpoint at least equal to a third minimum torque determined as a function of at least one behavioral parameter of said vehicle (V).

4. Method according to claim 3, characterized in that in said step (10-40) said behavioral parameter is a slip of said drive wheels on a traffic lane on which said vehicle (V) is traveling, which must be less than a chosen value.

5. Method according to one of claims 1 to 4, characterized in that in said step (10-40), in the event of resumption of control of said vehicle (V) by a driver of said vehicle (V) by pressing said accelerator pedal (PA) during a deceleration phase, said negative torque setpoint generated by said speed control function is increased during a transient phase, before a torque setpoint defined as a function of a percentage of pressing of said accelerator pedal (PA) is used.

6. Method according to one of claims 1 to 4, characterized in that in said step (10-40), in the event of said vehicle (V) being taken over by said speed control function after the driver of said vehicle (V) has finished pressing said accelerator pedal (PA) and during a deceleration phase, said speed control function is authorized, during a transient phase, to generate negative torque setpoints which decrease progressively from a last torque setpoint defined as a function of a last non-zero percentage of pressing of said accelerator pedal (PA).

7. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 6, in a land vehicle (V) and comprising i) a powertrain capable of providing drive wheels with a torque depending on a torque setpoint and greater than or equal to a first minimum torque, ii) an accelerator pedal (PA) having a percentage of depression from which said torque setpoint is defined as being greater than or equal to a second minimum torque strictly greater than said first minimum torque, and ll) a speed control function capable, in the event of activation, of generating said torque setpoint as a function of a speed setpoint, to control said torque setpoint during a deceleration phase of said vehicle (V).

8. Control device (DC3) for a land vehicle (V) and comprising i) a powertrain capable of supplying to drive wheels a torque depending on a torque setpoint and greater than or equal to a first minimum torque, ii) an accelerator pedal (PA) having a percentage of depression from which said torque setpoint is defined torque being greater than or equal to a second minimum torque strictly greater than said first minimum torque, and ill) a speed control function capable, in the event of activation, of generating said torque setpoint as a function of a speed setpoint, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when said vehicle (V) is in a deceleration phase controlled by said speed control function, of authorizing the latter to generate a negative torque setpoint between said first and second minimum torques in order to reduce a time necessary to comply with said speed setpoint.

9. Land vehicle (V) comprising i) a powertrain capable of supplying to drive wheels a torque depending on a torque setpoint and greater than or equal to a first minimum torque, ii) an accelerator pedal (PA) having a percentage of depression from which said torque setpoint is defined as being greater than or equal to a second minimum torque strictly greater than said first minimum torque, and ll) a speed control function capable, in the event of activation, of generating said torque setpoint depending on a speed setpoint, characterized in that it further comprises a control device (DC3) according to claim 8.

10. Vehicle according to claim 9, characterized in that it comprises a rechargeable battery (BR) capable of storing electrical energy, and in that said powertrain comprises at least one electric motor (MME) capable of recovering a regenerative braking torque, defined by said negative torque setpoint for braking said vehicle (V), and of transforming said recovered regenerative braking torque into electrical energy to recharge said rechargeable battery (BR).

Images