CONTROL OF RECOVERY TORQUE SETPOINT IN A VEHICLE WITH AN ELECTRIC DRIVE AND DUAL-FUNCTION PEDAL

Abstract

A control method is implemented in a land vehicle comprising an accelerator pedal and a powertrain including an electric motor designed to recover regenerative braking torque. This method includes a step (10-50) in which a regenerative torque setpoint is determined, defining the regenerative braking torque to be recovered, as a function of the accelerator pedal depressment percentage, the last determined vehicle speed, and information representative of the vehicle's current deceleration. Figure 3.

Description

Title of the invention: CONTROL OF THE RECOVERY TORQUE SETPOINT IN A VEHICLE WITH AN ELECTRIC DRIVE AND DUAL-FUNCTION PEDAL Technical field of the invention

[0001] The invention relates to land vehicles having a regenerative braking function and a dual-function pedal, and more specifically to the control of the regenerative torque setpoint which is determined in such land vehicles when the regenerative braking function is used. State of the art

[0002] Certain land vehicles, possibly of the automobile type, comprise an accelerator pedal and a powertrain transmission chain (or GMP), comprising at least one electric motor, and have a regenerative braking function allowing the electric motor to recover (or take) so-called regenerative braking torque to decelerate them. In a regenerative braking phase, the electric motor therefore acts as a generator by ensuring (or participating in) the braking of its land vehicle.

[0003] In the land vehicles described above, the regenerative braking torque, which must be recovered by the electric motor in a regenerative braking phase, is defined by a regenerative torque setpoint which is determined by a computer as a function of the driver pressing the brake pedal and the last determined vehicle speed. This computer is generally the one which is part of the ESP / ABS type trajectory control device (ESP: "Electronic Stability Program"), ABS: "Anti-Blocking System"). Once determined, the determined regenerative torque setpoint is transmitted to the transmission chain supervision computer, which is responsible for transmitting it to the machine computer which controls the operation of the electric motor.

[0004] Among the land vehicles described above, some offer a so-called "one pedal" function. This function allows, when selected by the driver of the vehicle, to use the accelerator pedal not only to accelerate the vehicle, but also to decelerate (or brake) the vehicle. In other words, the accelerator pedal has a dual function. It should be noted that the vehicle is always equipped with a brake pedal allowing the driver to amplify the braking of the vehicle.

[0005] When this single pedal function has been selected, a portion of the accelerator pedal travel is dedicated to accelerating the vehicle while the other Part of the travel of this accelerator pedal is reserved for decelerating the vehicle. The distribution of the two parts of the accelerator pedal travel is configurable during vehicle tuning. For example, the first 20 percent of the accelerator pedal depression (or travel) can be used to manage vehicle braking and the remaining 80 percent of the accelerator pedal depression (or travel) can be used to manage vehicle acceleration.

[0006] This single pedal function simplifies driving and is well suited to city traffic. In addition, since braking begins as soon as the driver releases the accelerator pedal (before pressing the brake), the braking distance is reduced in an emergency, thus increasing safety.

[0007] However, the regenerative torque setpoint being determined as a function of the depression of the brake pedal and the last determined vehicle speed, for a given percentage of depression the deceleration of the vehicle varies as a function of the gradient of the track on which it is traveling and its total weight at the time considered.

[0008] Indeed, the regenerative torque setpoint for a given percentage of depression (for example 0%) is predefined so as to allow a deceleration of a predefined value (for example -2.5 m / s2) on a flat road and a predefined weight of the vehicle (for example the weight of the empty vehicle + 80 kg). As a result, on a road with an upward slope, the vehicle will decelerate more strongly than on a flat road (and therefore more strongly than the predefined value), and on a road with a downward slope, the vehicle will brake less strongly than on a flat road (and therefore less strongly than the predefined value), and this phenomenon is all the more accentuated as the effective weight of the vehicle is high.In other words, the driver does not have the same level of deceleration on an uphill slope, a zero slope or a downhill slope, and these different levels are all the more distant as the effective weight of the vehicle is high, which is likely to surprise him and therefore put him at risk.

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

[0010] It proposes in particular for this purpose a control method, on the one hand, intended to be implemented in a land vehicle comprising an accelerator pedal and a powertrain comprising an electric motor capable of recovering a regenerative braking torque, and, on the other hand, comprising a step in which a regenerative torque setpoint is determined, defining this regenerative braking torque to be recovered, as a function of a percentage of depression of the accelerator pedal and a last determined vehicle speed.

[0011] This control method is characterized by the fact that in its step the regenerative torque setpoint is determined as a function, in addition, of information which is representative of a current deceleration of the vehicle.

[0012] Thanks to the invention, a constant deceleration level is available for a given percentage of depression, whatever the gradient of the road on which the vehicle is traveling and whatever the current actual weight of the vehicle, which makes it possible to significantly improve driving pleasure when using the single pedal function in a regenerative braking phase.

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

[0014] - in its step, the information can be equal to the current deceleration;

[0015] - in its step we can determine the current deceleration by making a report between a subtraction of the last two speeds of the vehicle, determined at times separated by a predefined duration, and this predefined duration;

[0016] - in its step we can determine a target setpoint of regenerative torque in function of the percentage of depression of the accelerator pedal and the last determined vehicle speed, and a target deceleration function of the percentage of depression of the accelerator pedal and the last determined vehicle speed, then a corrective torque function of the determined target deceleration and current deceleration can be determined, then the regenerative torque setpoint can be determined according to the determined target regenerative torque setpoint and corrective torque;

[0017] - in the presence of the last option, in its step, we can determine the torque corrective by making a ratio between the determined target deceleration and the determined current deceleration, then the regenerative torque setpoint can be determined by multiplying the determined target regenerative torque setpoint by the determined corrective torque;

[0018] - also in the presence of the last option, in its step, we can determine the target regenerative torque setpoint by means of a first table establishing a correspondence between torques, percentage of depression of the accelerator pedal and predefined vehicle speed, and predefined target regenerative torque setpoints;

[0019] - also in the presence of the last option, in its step, we can determine the target deceleration by means of a second table establishing a correspondence between torques, percentage of depression of the accelerator pedal and predefined vehicle speed, and predefined vehicle deceleration values.

[0020] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is specific to implement a control method of the type presented above, in a land vehicle comprising an accelerator pedal and a powertrain comprising an electric motor capable of recovering a regenerative braking torque, to control this regenerative torque setpoint.

[0021] The invention also proposes a control device, on the one hand, intended to equip a land vehicle comprising an accelerator pedal and a powertrain comprising an electric motor capable of recovering a regenerative braking torque, and, on the other hand, comprising at least one processor and at least one memory arranged to carry out the operations consisting in determining a regenerative torque setpoint, defining the regenerative braking torque to be recovered, as a function of a percentage of depression of this accelerator pedal and a last determined vehicle speed.

[0022] This control device is characterized by the fact that these processors and memory are arranged to carry out the operations consisting of determining the regenerative torque setpoint as a function, in addition, of information which is representative of a current deceleration of the vehicle.

[0023] The invention also proposes a land vehicle, possibly of the automobile type, and comprising, on the one hand, an accelerator pedal and a powertrain comprising an electric motor capable of recovering a regenerative braking torque, and, on the other hand, a control device of the type presented above. Brief description of the figures

[0024] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0025] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a dual-function accelerator pedal, a GMP transmission chain with an electric motor and supervised by a supervision computer, and a control device according to the invention,

[0026] [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, 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 DC control device, intended to allow control of the regenerative torque setpoint ccr in a land vehicle V comprising a pedal dual-function PA accelerator and a reversible MME electric motor drive chain.

[0029] 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 [Fig. 1]. But the invention is not limited to this type of land vehicle. It relates in fact to any type of land vehicle comprising a dual-function accelerator pedal and a GMP transmission chain with a reversible electric motor, and offering a regenerative braking function. Thus, it relates to utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), tracked vehicles, trains and trams, for example.

[0030] Furthermore, it is considered in the following, by way of non-limiting example, that the (land) vehicle V comprises a transmission chain with a powertrain (or GMP) of the all-electric type (and therefore whose drive is provided exclusively by at least one electric motor MME). But the GMP could be of the hybrid type (thermal and electric).

[0031] [Fig.l] schematically shows a vehicle V comprising an electric GMP transmission chain (and therefore an electric motor MME associated with an electric energy source BP), a supervision computer CS, an on-board network RB, a service battery BS, a converter CV, a brake pedal PF associated with a braking device DF, a dual-function accelerator pedal PA, and a control device DC according to the invention.

[0032] The on-board network RB is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0033] The service battery BS is responsible for supplying electrical energy to the on-board network RB, in addition, here, to that supplied by the converter CV powered by the electrical energy source BP, and sometimes instead, here, of this converter CV. For example, this service battery BS can be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the (current) converter CV. It is considered in the following, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

[0034] The transmission chain has a GMP which is, here, purely electric and therefore which comprises, in particular, an electric motor MME, a motor shaft AM, and a transmission shaft AT. Here, the term “electric motor” means an electric machine arranged so as to provide a motor torque, defined by a torque setpoint, to move the vehicle V when it is supplied with electrical energy (here) by the electrical energy source BP, and to recover torque from regenerative braking, defined by a regenerative torque setpoint ccr, to decelerate the vehicle V in a regenerative braking phase.

[0035] The operation of the transmission chain (and therefore of the GMP) is supervised by the supervision computer CS.

[0036] The electric motor MME (here an electric motor) is coupled to the electrical energy source BP, in order to at least be supplied with electrical energy.

[0037] Furthermore, this electric motor MME is coupled to the motor shaft AM, to provide it with the motor torque by rotational drive. This motor shaft AM is here coupled to a reducer RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential DV. It will be noted that the first train T1 is here located in the front part PVV of the vehicle V. But in a variant this first train T1 could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

[0038] The operation of the electric motor MME is controlled by a machine computer CM, and supervised by the supervision computer CS. This machine computer CM receives in particular from the supervision computer CS each determined motor torque setpoint and each determined regenerative torque setpoint ccr.

[0039] The CV converter is also responsible, here, during the driving phases of the vehicle V for converting part of the electric current supplied by the electric energy source BP to supply the on-board network RB and the service battery BS with converted electric current (to recharge it).

[0040] 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 recharge calculator (not illustrated) responsible, at least, for controlling the recharges of the BP electrical energy source.

[0041] It is considered in the following, by way of non-limiting example, that the electrical energy source BP is a rechargeable main (or traction) battery. But in an alternative embodiment the electrical energy source BP could be a fuel cell.

[0042] When the electrical energy source BP is a main (or traction) battery, it may, for example, comprise electrical energy storage cells, possibly electrochemical (for example of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type). Also for example, the electrical energy source BP may be of the low voltage type (typically 450 V for illustration purposes). But it could be of the medium voltage or high voltage type.

[0043] It will also be noted that in the example illustrated non-limitingly in [Fig. 1] the vehicle V also comprises a distribution box BD to which the BS service battery, CV converter and RB on-board network. This BD distribution box is responsible for distributing the electrical energy stored in the BS service battery or produced by the CV converter to the RB on-board network, for the supply of electrical components (or equipment) coupled to the RB on-board network according to power supply requests received (in particular from the CS supervision computer of the GMP).

[0044] The braking device DF is here coupled to the wheels of the trains T1 and T2. It is responsible for braking the vehicle V when the regenerative braking function is not activated, or in addition to the latter function (when it is not sufficient alone to ensure the entire braking). The operation of this braking device DF is controlled by a braking computer CF.

[0045] For example, and as illustrated non-limitingly in [Fig.l], the vehicle V may also comprise a DCT trajectory control device. By way of example, this DCT trajectory control device may be of the ESP and / or ABS type (ESP: “Electronic Stability Program”, ABS: “Anti-Blocking System”). As illustrated, this DCT trajectory control device may comprise a CC control computer which may in particular be responsible for determining a target regenerative torque setpoint cccr which will be returned to later.

[0046] The accelerator pedal PA has a dual function so as to allow the implementation of a single pedal function (or one pedal). As indicated in the introductory part, 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.

[0047] When this single pedal function has been selected, a first part of the travel of the accelerator pedal PA is reserved for the deceleration of the vehicle V, while a second part of the travel of the accelerator pedal PA (complementary to the first part) is reserved for the acceleration of the vehicle V. The distribution of the percentages of depression (or travel) pe of the accelerator pedal PA can be configured when tuning the vehicle V. For example, the first 20 percent of depression (or travel) of the accelerator pedal PA can be used to manage the braking of the vehicle V and the remaining 80 percent of depression (or travel) of the accelerator pedal PA to manage the acceleration of the vehicle V. But other distributions can be used.

[0048] As mentioned above, the invention proposes in particular a control method intended to allow, in a regenerative braking phase, the control of the regenerative torque setpoint ccr before it is transmitted to the machine computer CM by the supervision computer CS.

[0049] This (control) method can be implemented at least partially by the DC control device (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 DCP ("Digital Signal Processor")), and at least one memory MD. This DC control device can therefore be produced 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.

[0050] The memory MD is live 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 understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0051] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC could comprise its own dedicated computer, which is then coupled to the supervision computer CS, or could be part of the control computer CC, for example.

[0052] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-50 which is implemented when the regenerative braking function is activated, and therefore when the percentage of depression pe of the accelerator pedal PA is included in at least one sub-part of the first part reserved for the deceleration of the vehicle V. In other words, the method can be implemented on the whole of this first part (for example when pe is less than or equal to 20%), or on a first sub-part of this first part (for example when pe is less than or equal to 10% or 15%). In this latter alternative, the definition of the sub-part of the first part can be determined when developing the single pedal function for the vehicle in question.It will be understood that in the second sub-part of the first sub-part (complementary to the first sub-part) the regenerative torque setpoint ccr is determined "conventionally", that is to say as a function of the percentage pe of depression of the accelerator pedal PA and the last speed vv(t) of the vehicle V determined (at time t).

[0053] Step 10-50 of the method comprises a sub-step 50 in which one (the DC control device) determines a regenerative torque setpoint ccr, defining the regenerative braking torque to be recovered by the electric motor MME, as a function of the percentage pe of depression of the accelerator pedal PA, of the last speed vv(t) of the vehicle V determined (at time t), and of information id which is representative of the current deceleration dec of the vehicle V.

[0054] Thus, the regenerative braking torque recovered by the electric motor MME is controlled by the current deceleration dec of the vehicle V so as to have a constant deceleration level for a given percentage of depression pe, and this regardless of the slope of the track on which the vehicle V is traveling and regardless of the current effective weight of the vehicle V. This results in a notable improvement in driving pleasure when using the single pedal function in a regenerative braking phase.

[0055] It should be noted that the information id can be equal to the current deceleration dec. But this is not obligatory. Indeed, it could be a value (possibly alphanumeric) which only represents the current deceleration dec. Thus, each information id could characterize the membership of the current deceleration dec to a predefined deceleration interval, for example.

[0056] For example, and as illustrated non-limitingly in [Fig. 3], step 10-50 may comprise, on the one hand, a sub-step 10 in which a target regenerative torque setpoint cccr can be determined as a function of the percentage of depression pe of the accelerator pedal PA and the last speed vv(t) of the vehicle V determined, and, on the other hand, a sub-step 20 in which a target deceleration dcv can be determined as a function of the percentage of depression pe of the accelerator pedal PA and the last speed vv(t) of the vehicle V determined. In this case, as illustrated non-limitingly in [Fig. 3], step 10-50 also comprises a sub-step 40 in which a corrective torque cct is determined which is a function of this determined target deceleration dcv and the determined current deceleration dec.Then, in sub-step 50, the DC control device determines the regenerative torque setpoint ccr as a function of this determined target regenerative torque setpoint cccr and this determined corrective torque cct.

[0057] It will be noted, as mentioned above, that the target regenerative torque setpoint cccr can, for example, be determined by the CC control computer. But in an alternative embodiment, it is the DC control device which could be responsible for determining the target regenerative torque setpoint cccr.

[0058] It will also be noted that once the regenerative torque setpoint ccr has been determined, it is transmitted to the machine computer CM which controls the operation of the electric motor machine MME.

[0059] It will also be noted that the corrective torque cct can, for example, be determined by the control device DC. But in an alternative embodiment, it could be determined by the supervision computer CS.

[0060] Also for example, and as illustrated non-limitingly in [Fig.3], step 10-50 may comprise a sub-step 30 in which one (the control device DC) may determine the current deceleration dec by performing the ratio between the subtraction of the last two speeds of the vehicle V vv(t) and vv(tl), determined at times t and t-1 which are separated by a predefined duration dp equal to (t - (t-1)), and this predefined duration dp, i.e. dec = (vv(t) - vv(tl)) / dp. But the determination of the current deceleration dec could be done in other ways, and in particular from information (or measurements) provided by at least one on-board sensor.

[0061] It will be noted that sub-steps 20 and 30 could possibly be merged, or sub-step 30 could be carried out before sub-step 10. In this latter alternative, the current deceleration dec can advantageously serve as a decision criterion for implementing the control method according to the invention. Indeed, if dec is negative this means that the vehicle V is decelerating and therefore the control method must be continued immediately, while if dec is positive this means that the vehicle V is accelerating and therefore the control method must be interrupted immediately.

[0062] For example, the predefined duration dp may be between 10 ms and 400 ms. As an illustrative example, this predefined duration dp may be equal to 100 ms. But other values ​​of predefined duration dp may be used. For example, the value of the predefined duration dp may be chosen during the development phase of the vehicle V.

[0063] Also for example, in sub-step 40 one (the DC control device) can determine the corrective torque cct by performing the ratio between the target deceleration dcv (determined in sub-step 20) and the current deceleration dec (possibly determined in sub-step 30). In this case, in sub-step 50 one (the DC control device) can determine the regenerative torque setpoint ccr by multiplying the target regenerative torque setpoint cccr (determined in sub-step 10) by the corrective torque cct (determined in sub-step 40), i.e. ccr = cccr*cct.

[0064] But the determination of the corrective torque cct could be done in other ways. Similarly, the determination of the regenerative torque setpoint ccr could be done in other ways.

[0065] Also for example, in sub-step 10 the target regenerative torque setpoint cccr can be determined by means of a first correspondence table tel. The latter (tel) establishes a correspondence between torques, percentage of depression pe of the accelerator pedal PA and predefined vehicle speed V, and predefined target regenerative torque setpoints. It will be understood that in this embodiment, the first correspondence table tel is defined in the laboratory during the development of a vehicle similar to the vehicle V, then stored in a memory of the latter (V), for example forming part of the supervision computer CS or the control device DC.

[0066] The first correspondence table such comprising a priori pairs each containing discrete values ​​of percentage depression pe of the accelerator pedal PA and predefined vehicle speed V, the target regenerative torque setpoint cccr can, for example, be determined by interpolation from pairs comprising values ​​close to the current percentage depression pe of the accelerator pedal PA and the last speed vv(t) of the vehicle V.

[0067] It will be noted that instead of using a first correspondence table such, one could use at least one mathematical formula, determined in the laboratory, to determine each target setpoint of regenerative torque cccr.

[0068] Also for example, in sub-step 20 one (the control device DC) can determine the target deceleration dev by means of a second correspondence table tc2. The latter (tc2) establishes a correspondence between torques, percentage of depression pe of the accelerator pedal PA and predefined vehicle speed V, and predefined vehicle deceleration values ​​V. It will be understood that in this embodiment, the second correspondence table tc2 is defined in the laboratory during the development of a vehicle similar to the vehicle V, then stored in a memory of the latter (V), for example forming part of the supervision computer CS or the control device DC.

[0069] The second correspondence table tc2 comprising a priori pairs each containing discrete values ​​of percentage depression pe of the accelerator pedal PA and predefined vehicle speed V, the target deceleration dev can, for example, be determined by interpolation from pairs comprising values ​​close to the current percentage depression pe of the accelerator pedal PA and the last speed vv(t) of the vehicle V.

[0070] It should be noted that instead of using a second correspondence table tc2, one could use at least one mathematical formula, determined in the laboratory, to determine each target deceleration dev.

[0071] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the supervision computer CS (or the computer of the control device DC) can also comprise a mass memory MM1, in particular for storing each possible target setpoint of regenerative torque cccr and each speed vv(t) determined, 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 DC) can also comprise an input interface IE for receiving at least each possible target setpoint of regenerative torque cccr and each speed vv(t) determined to use them in calculations or processing, 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 supervision computer CS (or the computer of the DC control device) can also include an output interface IS, in particular to deliver a message containing the determined regenerative torque setpoint ccr.

[0072] 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 in the vehicle V the regenerative torque setpoint ccr in a regenerative braking phase.

Claims

Claims

1. Control method for a land vehicle (V) comprising an accelerator pedal (PA) and a powertrain comprising an electric motor (MME) capable of recovering a regenerative braking torque, said method comprising a step (10-50) in which a regenerative torque setpoint is determined, defining said regenerative braking torque to be recovered, as a function of a percentage of depression of said accelerator pedal (PA) and a last determined speed of said vehicle (V), characterized in that in said step (10-50) said regenerative torque setpoint is determined as a function of the current deceleration of said vehicle (V).

2. Method according to claim 1, characterized in that in said step (10-50) said current deceleration is determined by making a ratio between a subtraction of the last two speeds of said vehicle (V), determined at times separated by a predefined duration, and said predefined duration.

3. Method according to claim 1 or claim 2, characterized in that in said step (10-50) a target regenerative torque setpoint is determined as a function of said percentage of depression of the accelerator pedal (PA) and said last determined vehicle speed (V), and a target deceleration as a function of said percentage of depression of the accelerator pedal (PA) and said last determined vehicle speed (V), then a corrective torque is determined as a function of said determined target deceleration and current deceleration, then said regenerative torque setpoint is determined as a function of said determined target regenerative torque setpoint and said determined corrective torque.

4. Method according to claim 3, characterized in that in said step (10-50) said corrective torque is determined by making a ratio between said determined target deceleration and said determined current deceleration, then said regenerative torque setpoint is determined by multiplying said determined target regenerative torque setpoint by said determined corrective torque.

5. Method according to claim 3 or 4, characterized in that in said step (10-50) said target regenerative torque setpoint is determined by means of a first table establishing a correspondence between torques, percentage of depression of said accelerator pedal (PA) and speed of said vehicle (V) predefined, and predefined target regenerative torque instructions.

6. Method according to one of claims 3 to 5, characterized in that in said step (10-50) said target deceleration is determined by means of a second table establishing a correspondence between couples, percentage of depression of said accelerator pedal (PA) and speed of said predefined vehicle (V), and deceleration values of said predefined vehicle (V).

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) comprising an accelerator pedal (PA) and a powertrain comprising an electric motor (MME) capable of recovering a regenerative braking torque, to control said regenerative torque setpoint.

8. Control device (DC) for a land vehicle (V) comprising an accelerator pedal (PA) and a powertrain comprising an electric motor (MME) capable of recovering a regenerative braking torque, said control device (DC) comprising at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting of determining a regenerative torque setpoint, defining said regenerative braking torque to be recovered, as a function of a percentage of depression of said accelerator pedal (PA) and a last determined speed of said vehicle (V), characterized in that said processor (PR1) and memory (MD) are arranged to carry out the operations consisting of determining said regenerative torque setpoint as a function of the current deceleration of said vehicle (V).

9. Land vehicle (V) comprising a powertrain comprising an accelerator pedal (PA) and a powertrain comprising an electric motor (MME) capable of recovering a regenerative braking torque, characterized in that it further comprises a control device (DC) according to claim 8.

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