CONTROL OF DECEASE OF A LAND VEHICLE WITH A SPEED CONTROL FUNCTION

Abstract

A control method is implemented in a land vehicle and includes a powertrain supplying the drive wheels with torque based on a torque setpoint and greater than or equal to a first minimum torque; an accelerator pedal with a depressment percentage at which the torque setpoint is defined, being greater than or equal to a second minimum torque strictly greater than the first minimum torque; and a speed control function that, when activated, generates the torque setpoint based on a speed setpoint. This method includes a step (10-40) in which, when the vehicle is in a deceleration phase controlled by the speed control function, the latter is allowed to generate a negative torque setpoint between the first and second minimum torques in order to reduce the time required to reach the setpoint speed. Figure 3

Description

Title of the invention: CONTROL OF DECELERATION OF A LAND VEHICLE WITH A CONTROL FUNCTION SPEED Technical field of the invention

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

[0002] Certain land vehicles, possibly of the motor vehicle type, comprise:

[0003] - a powertrain (or powertrain) designed to provide drive wheels with 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 depressment from which is defined the torque setpoint, the latter being greater than or equal to a second minimum torque which is strictly greater than the first minimum torque, and

[0005] - a specific speed control function, when activated, to generate the torque setpoint as a function of a speed setpoint.

[0006] As those skilled in the art know, current speed control functions do not intervene in a vehicle's braking strategies. The only means these functions have at their disposal to decelerate the vehicle when necessary is to generate negative torque commands, thereby recovering regenerative braking torque to maintain their speed command. The drawback is that currently, the maximum regenerative braking torque that a speed control function can recover is equal to the second minimum torque, which corresponds to a zero (0%) accelerator pedal depressment and is strictly greater than the first minimum torque for reasons of driving comfort and safety.As a result, the level of deceleration that can be achieved is relatively low and therefore the time required to maintain the set speed is relatively long, which proves particularly detrimental when the vehicle is on a steep downhill slope or during a change in speed setting or even during a so-called "sweeping" mode when the driver suddenly stops pressing the accelerator pedal and the speed control function takes over control of the vehicle.

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

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

[0009] - a powertrain designed to supply drive wheels with a functional torque of a torque setting greater than or equal to a first minimum torque,

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

[0011] - a specific speed control function, when activated, to generate the torque setpoint as a function of a speed setpoint.

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

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

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

[0015] - in its step, the speed control function can be allowed to generate a negative torque setpoint at a minimum 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 allowed to generate a negative torque setpoint at least equal to a third minimum torque determined according to 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 slippage of the drive wheels on a traffic lane on which the vehicle is traveling, which must be less than a chosen value;

[0018] - in its stage, in the event of a driver regaining control of the vehicle vehicle by pressing the accelerator pedal during a deceleration phase, the negative torque command generated by the speed control function can be increased during a transient phase, before a command of torque defined according to a percentage of accelerator pedal depressed is not used;

[0019] - in its stage, in the event of the vehicle being taken control by the control function speed after a driver of the vehicle has finished depressing the accelerator pedal and during a deceleration phase, the speed control function can be allowed, during a transient phase, to generate negative torque commands which decrease progressively from a last torque command defined according to a last non-zero percentage of depressment of the accelerator pedal.

[0020] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a control method of the type presented above, in a land vehicle and comprising, firstly, a powertrain suitable for supplying to drive wheels a torque as a function of a torque setpoint and greater than or equal to a first minimum torque, secondly, an accelerator pedal having a percentage of depressment from which the torque setpoint is defined, being greater than or equal to a second minimum torque strictly greater than the first minimum torque, and, thirdly, a speed control function suitable, when activated, for generating the torque setpoint as a function of a speed setpoint, in order to control the torque setpoint during a deceleration phase of the vehicle.

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

[0022] - a powertrain designed to supply drive wheels with a functional torque of a torque setting greater than or equal to a first minimum torque,

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

[0024] - a specific speed control function, when activated, to generate the torque setpoint as a function of a speed setpoint.

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

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

[0027] - a powertrain designed to supply drive wheels with a functional torque of a torque setting greater than or equal to a first minimum torque,

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

[0029] - a specific speed control function, when activated, to generate the torque setpoint as a function of a speed setpoint, and

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

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

[0032] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0033] [Fig-1] schematically and functionally illustrates an example of the realization of a land vehicle comprising a control device according to the invention, a speed control computer, and a hybrid powertrain and supervisory computer,

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

[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 allow control of the torque setpoint ccg which is intended for the powertrain (or GMP) of a land vehicle V comprising at least one speed control function FCV, during a deceleration phase of the latter (V).

[0037] In what follows, the land vehicle V is considered, by way of non-limiting example, to be of the automobile type. For example, it is a car, as illustrated in [Fig. 1]. However, the invention is not limited to this type of land vehicle. It relates to any type of land vehicle comprising a powertrain (or powertrain) and a speed control function.

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

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

[0040] As illustrated, the transmission chain also includes, here, a drive 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 powertrain) is supervised by a CS supervisory computer.

[0042] The MMT internal combustion engine comprises a crankshaft (not shown) which is fixedly attached to the engine shaft AM in order to drive the latter (AM) in rotation. This MMT is suitable for coupling to the gearbox BV via the first coupling device DC1, as well as here via the second coupling device DC2 (optional). Furthermore, it (MMT) is suitable for providing engine torque to move the vehicle V, as instructed by the CS supervisory control unit.

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

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

[0045] 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] By way of non-limiting example, the gearbox 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 illustrated example, which is not exhaustive, the crankshaft of the MMT internal combustion engine is also coupled to a belt CC, itself coupled to a starter-alternator AD which is electrically powered by the rechargeable battery BR (and which can also recharge the latter (BR)). Thus, the starter-alternator AD can to supply torque to the belt CC, which can then supply this torque to the crankshaft.

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

[0049] The electric drive unit MME is (here) installed between the internal combustion drive unit MMT and the first coupling device DC1, and is designed to provide torque on command from the supervisory computer CS when it is supplied with electrical energy by the rechargeable battery BR. It (MME) is also designed to recover regenerative braking torque, defined by a (negative) regenerative braking torque setpoint, to brake the vehicle V, and to convert 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 completely closed) state and the thermal drive machine MMT supplies (positive) torque and / or the electric drive machine MME supplies (positive) torque, the first coupling device DC1 delivers torque for the primary shaft AP of the gearbox BV.

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

[0052] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the transmission chain includes a second coupling device DC2 installed between the thermal engine MMT and the first coupling device DC1, in order to allow coupling of the electric engine MME between the first DC1 and second DC2 coupling devices. Thus, when the second coupling device DC2 is in its fully decoupled (or completely open) state, only the electric engine MME can supply torque upstream of the first coupling device DC1.

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

[0054] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the first coupling device DC1, the possible second coupling device DC2, the electric drive machine MME and the gearbox BV are part of a gearbox assembly EBV. However, this is not mandatory.

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

[0056] It should be noted that the PA accelerator pedal may optionally have a double This function allows for the implementation of a "one-pedal" function. When selected by the driver of vehicle V, this function enables the accelerator pedal PA to be used not only to accelerate but also to decelerate (or brake) vehicle V. When this one-pedal function is selected, part of the accelerator pedal PA's travel is dedicated to accelerating vehicle V, while the other part is dedicated to decelerating vehicle V. The distribution of these two parts of the accelerator pedal PA's travel is configurable during vehicle V setup.For example, the first 20 percent of the accelerator pedal PA's depressment (or stroke) can be used to control the braking of vehicle V and the remaining 80 percent of the accelerator pedal PA's depressment (or stroke) can be used to control the acceleration of vehicle V.

[0057] The speed control unit CA provides at least one speed control function FCV within the vehicle V. In the following, by way of non-limiting example, the speed control function FCV is considered a speed limiting function which, when activated, generates a torque setpoint ccg enabling the vehicle V not to exceed a speed setpoint cv. This generated torque setpoint ccg is then transmitted to the supervisory control unit CS. During a deceleration phase, the purpose of the speed control function FCV is therefore to bring 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 in fact to any type of speed control function capable of generating a torque setpoint based on a speed setpoint. Thus, the speed control function could also be a speed regulation function or a speed limiting function, for example.

[0059] It should 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 [Fig.1].

[0060] As mentioned above, the invention proposes in particular a control method intended to allow 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 DC3 control device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This DC3 control device can therefore be implemented in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, this could be a microcontroller.

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

[0063] In the example illustrated, but not limited to, Figures 1 and 2, the DC3 control device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DC3 control device could comprise its own dedicated computer, or it could be part of another computer installed in the vehicle V and performing at least one other function, such as the CA speed control computer.

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

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

[0066] It will be understood that by allowing the FCV speed control function to generate a negative torque setpoint ccg that 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 reach the speed setpoint cv more quickly, but also, at the same time, to convert a greater quantity of regenerative braking torque into electrical energy to recharge the rechargeable battery BR, for example, to provide a greater driving range for the vehicle V. It is also possible to use the FCV speed control function to its advantage, at least to contribute to the deceleration of the vehicle V.

[0067] The invention is therefore particularly advantageous, although not limited to, when the vehicle V is on a steep downhill slope or during a change in speed setpoint cv or during a cruising 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 substep 30 of step 10-40, one (for example, the DC3 control device) can allow the speed control function FCV to generate a negative torque setpoint ccg, at least equal to a third minimum torque c3min. This latter (c3min) can be between 95% of the first minimum torque clmin and 85% of the first minimum torque clmin when the second minimum torque c2min is greater than 80% of the first minimum torque clmin. It will be understood that this option is intended to prevent excessive regenerative braking torque (at the limit clmin that the powertrain can provide) from being recovered by the electric powertrain MME, not only for passenger comfort (avoiding excessive braking) but also to prevent damage to the electric powertrain MME.

[0069] It should be noted that other values ​​of the third minimum couple c3min can be envisaged as long as they are between the first clmin and second c2min minimum couples.

[0070] It should also be noted that in substep 30 of step 10-40, one (for example, the control device DC3) can allow the speed control function FCV 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 without limitation in [Fig. 3], step 10-40 of the method can also include a substep 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 substep 20 of step 10-40, this behavioral parameter could be a slip of the drive wheels on the lane in which 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 excessive regenerative braking torque from causing a slip of the drive wheels that could be dangerous to the handling of vehicle V.

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

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

[0074] Thus, as illustrated non-limitingly in [Fig. 3], step 10-40 of the process may include a substep 40 in which, in the event of a regaining of control of the If the driver regains control of vehicle V during a deceleration phase, the negative torque setpoint ccg, generated by the speed control function FCV, can be increased during a transient phase before a torque setpoint ccg, defined according to the accelerator pedal depressment percentage PA (and therefore representative of the driver's intent), is used. In other words, if the driver regains control of vehicle V, a transient phase can be implemented during which the regenerative braking torque, which is recovered at the command of the speed control function FCV, is progressively reduced. This ensures a smooth transition to the torque setpoint ccg, which represents the driver's intent, and thus avoids surprising the driver and / or negatively impacting the dynamic behavior of vehicle V.It will be understood that increasing a negative CCG torque setpoint is equivalent to decreasing its absolute value.

[0075] Similarly, as illustrated non-limitingly in [Fig.3], step 10-40 of the method may include a substep 10 in which, in the event of resumption of control of the vehicle V by the speed control function after the end of the depressment of the accelerator pedal PA by the driver during a deceleration phase, one (for example the control device DC3) may allow the speed control function FCV, during a transient phase, to generate negative torque commands which decrease progressively from the last torque command ccg defined according to the last non-zero percentage of depressment of the accelerator pedal PA (and therefore representative of the last intention of the driver).In other words, if the FCV speed control function takes over vehicle V, a transitional phase can be anticipated during which the regenerative braking torque, which is recovered on command from the FCV speed control function, is progressively increased. This ensures a smooth transition from the last ccg torque setting, representing the driver's intent, and thus avoids surprising the driver and / or negatively impacting the dynamic behavior of vehicle V. It should be understood that decreasing a negative ccg torque setting is equivalent to increasing its absolute value.

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

[0077] It should also be noted, as illustrated but not limited to [Fig. 2], that the CS supervisory computer (or the DC3 control device computer) may also include a mass memory MM1, in particular to store the last torque setpoint ccg representing the driver's intent and any behavioral parameter, as well as any intermediate data involved in all its calculations and processing. Furthermore, this CS supervisory computer (or the DC3 control device computer) may also include an IE input interface for receiving at least the last ccg torque setpoint representing the driver's intent and any behavioral parameter, possibly after having been shaped and / or demodulated and / or amplified, in a manner known per se, by means of a PR2 digital signal processor. In addition, this CS supervisory computer (or the DC3 control device computer) may also include an IS output interface, in particular for delivering each message containing authorization to generate a negative torque setpoint between the first clmin and second c2min minimum torques or 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 type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for 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 iii) 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 negative torque setpoint torque defined as a percentage of depression 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 iii) 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 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 iii) 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, to authorize the latter to generate a negative torque setpoint between said first and second minimum torques in order to reduce a time required 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 iii) 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).

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