METHOD FOR APPLYING A MOMENTARY POWER BOOST IN AN ELECTRICALLY POWERED VEHICLE

Abstract

Method and system for controlling an electric motor in an electric vehicle, the vehicle comprising a battery (3), an electric motor (2), an accelerator pedal (6), a control unit (4), a steering wheel (10) including a push button (1), the method comprising: a- providing a first reference torque calibration giving a torque setpoint to be applied as a function of an accelerator pedal position, b- providing a second calibration of a torque boost giving a value of available torque boost, as a function of a set of common operating conditions, for any non-zero instantaneous speed, c- determining a condition for enabling the application of a torque boost, d- in response to activation of the push button, applying a torque boost according to the second calibration.e- Stop the application of the torque increase as soon as the push button is no longer activated or if the authorization condition becomes false. Figure from the summary: Fig. 1,

Description

Title of the invention: METHOD FOR APPLYING A MOMENTARY POWER INCREASE IN AN ELECTRICALLY POWERED VEHICLE

[0001] The invention relates to a method and a system for applying a momentary power boost in an electrically powered vehicle.

[0002] Generally speaking, under certain driving conditions, it may be necessary to overtake another, slightly slower vehicle. In these circumstances, the driver must overtake quickly, particularly when this requires temporarily using the oncoming lane.

[0003] It is known in some vehicles to activate a maximum power call function by fully depressing the accelerator pedal, which is also known by the English term "kick-down".

[0004] It has become apparent that the response time to actually depress the accelerator pedal fully represents a few hundred milliseconds which are added to the time required for the powertrain to deliver the additional power required.

[0005] The inventors sought to improve the situation, in particular to respond to the circumstances of an overtaking operation to be carried out as quickly and safely as possible.

[0006] To this end, a method for controlling an electric motor in an electrically propelled vehicle is proposed herein, the vehicle comprising at least one electrical energy storage device, an electric motor, an accelerator pedal, a control unit, a steering wheel including a push button, the method being characterized in that it comprises: a- provide an initial reference torque calibration giving a torque setting to be applied to the electric motor as a function of at least one accelerator pedal position, b- provide a second calibration of a dynamic torque boost giving a value of available torque boost when the push button is pressed, depending on a set of common operating conditions, for any non-zero instantaneous vehicle speed, c- determine a condition for authorizing the application of an increase in dynamic torque, d- in response to an activated state of the push button and if the authorization condition is present, then apply an increase in torque according to the second calibration, e- stop the application of the increase in torque according to the second calibration as soon as the push button is no longer activated or if the authorization condition becomes false.

[0007] In this document, the term "electrical energy storage device" refers to a battery of electrical accumulators that may include lithium-ion electrochemical battery cells and may include supercapacitors. For the sake of brevity and clarity, the term "battery" will be used hereafter to generally refer to the "electrical energy storage device."

[0008] Thanks to the provisions described above, the driver can benefit from increased torque regardless of the accelerator pedal position and regardless of the vehicle's non-zero speed. This increased torque is also referred to hereafter by its English name, "boost".

[0009] Moreover, the driver obtains this additional torque without having to press the accelerator pedal; he simply has to press the button on the steering wheel, for example, with his thumb without releasing the grip on the steering wheel with his other fingers.

[0010] The inventors noted that this solution brings a playful aspect to driving the vehicle, by putting the Boost function at the driver's fingertip.

[0011] It is also noted that, because the button must be voluntarily kept pressed for the entire time the additional torque is requested, this function proves to be intuitive, does not surprise the driver and meets safety standards.

[0012] An overtaking maneuver can thus be carried out safely thanks to this additional torque available at the fingertip.

[0013] Advantageously, the Boost function is available for the entire range of pedal positions (except pedal at rest) and all speeds beyond, for example, 1 km / h.

[0014] The electric motor preferably has a power of at least 50 kilowatts.

[0015] It should be noted that the first reference torque calibration gives a torque setting to be applied to the electric motor as a function of the accelerator pedal position and as a function of the current speed of the vehicle.

[0016] According to one aspect, the method can be characterized by a response time, between a rising edge of activation of the push button and an instant of effective application of the additional dynamic torque according to the second calibration, this response time being less than 200 ms, preferably less than 100 ms.

[0017] As a result, the effect perceived by the driver is instantaneous. The driver truly feels as if they receive an immediate acceleration in their rear in reaction to pressing the push button.

[0018] According to one aspect, said response time may be less than 50 ms.

[0019] According to one aspect, the set of current operating conditions may include: the position of the accelerator pedal, the current speed of the vehicle, the temperature and state of charge of the electrical energy storage device, the temperature of the electric motor.

[0020] In other words, the second calibration can thus be multidimensional, namely, primarily, the increase in torque as a function of the position of the accelerator pedal as a basic map, but modulated according to the temperature of the battery, the current state of charge of the battery, the temperature of the electric motor, and the current speed of the vehicle.

[0021] This results in a derating of the function, for example, if the electric motor is already too hot or if the battery's state of charge is insufficient. The dependence on secondary factors can be achieved by interpolation or by steps.

[0022] Put another way, the second calibration is a fine calibration according to the first dimension of the pedal position, and according to the instantaneous speed of the vehicle and can be a little coarser according to the other dimensions.

[0023] It is not excluded to use other parameters, such as the current driving mode in the setting of the second calibration.

[0024] According to one aspect, the method further provides for a display of a gauge (50) of additional dynamic torque available on an instrument cluster (5).

[0025] Whereby the driver is constantly informed of the availability of the torque boost function. It should be noted that the gauge decreases while the boost function is active and increases while the boost function is inactive. The gauge therefore represents the availability of the boost function from the driver's perspective, as well as its real-time operation.

[0026] According to one aspect, the condition for allowing the application of an increase in dynamic torque may include the parameters: - the instantaneous speed of the vehicle greater than 0, - the current driving mode (e.g., ECO, NEUTRAL, SPORT), - transmission lever in DRIVE - Effective activation time from the rising front - time elapsed since the previous boost cycle.

[0027] It is thus possible to take into account a multitude of parameters to generate an authorization condition allowing the boost function to be applied in satisfactory safety circumstances and without degrading the reliability of the traction chain in the long term.

[0028] According to one aspect, a maximum activation delay for the application of increased torque can be provided. This delay can be set according to auxiliary factors such as vehicle speed, The temperature conditions of the battery and electric motor are taken into account. This delay is designed to limit the stress on the battery and electric motor. This delay also has the advantage of making the driver understand that the duration of this boost function is truly short. For example, this delay can be between 5 and 10 seconds, which is consistent with the beginning of an overtaking maneuver (or even the entirety of the overtaking maneuver).

[0029] According to one aspect, the condition for allowing the application of an increase in dynamic torque includes a counter that is selectively incremented or decremented.

[0030] This is a simple, robust and reliable way of managing on the one hand the maximum consecutive activation delay and on the other hand the relaxation time required between two successive activations.

[0031] According to one aspect, the counter is decremented while the boost is active and, conversely, incremented while the boost is inactive. In practice, this proves to be a simple and robust method for managing the authorization counter and the maximum consecutive activation time.

[0032] According to one aspect, the method may further include an initialization of a boosted start sequence, in response to an activation of the push button when the instantaneous speed value of the vehicle is zero, if boosted start conditions are met.

[0033] In addition to the dynamic boost function, a torque boost function at start-up is thus defined, also called in the jargon of the trade 'Launch Control'.

[0034] According to one aspect, the method may provide that, under conditions where the boosted start sequence is continued, the maximum available torque is applied upon release of the brake pedal. This is the continuation of the sequence which actually triggers the application of maximum torque.

[0035] According to a complementary aspect of the two preceding ones, a graphical interface displayed on the instrument cluster may be provided which indicates to the driver the state of the system for boosted start, the actions to be taken to obtain boosted start and also a reminder of the safety instructions where applicable.

[0036] According to one aspect, a diagnostic function for the push button may be provided, allowing in particular the detection of a permanent press on the button.

[0037] The boost function can thus be deactivated if the push button is not working correctly. The diagnosis can be obtained through push plausibility rules or hardware redundancy by doubling the electrical circuit.

[0038] According to one aspect, the push button is preferably of the electrically open type at rest (also called 'normally open'). The contact is closed when the press has passed a predetermined travel.

[0039] The invention also relates to a vehicle comprising at least one electrical energy storage device, an electric motor preferably with a power of at least 50 kilowatts, an accelerator pedal, a control unit, a steering wheel including a push button, and an instrument cluster, the control unit being characterized in that it is configured to implement a method as described above.

[0040] According to one aspect, the push button is arranged on the steering wheel, near the rim, in an angular sector ([31-

[32] ) between 45° and 135° to the right or left of the straight line reference position 0°, preferably in an angular sector between 60° and 90°.

[0041] Such a position for the push button allows the driver to keep the steering wheel rim gripped with the other fingers of their hand while pressing the push button with their thumb. This provides ergonomics and safety.

[0042] According to one aspect, the push button is arranged on the right side of the steering wheel.

[0043] This advantageously allows the boost function to be controlled with the thumb of the right hand and the left turn signal function to be controlled simultaneously for the overtaking maneuver with the left hand, which proves to be particularly ergonomic.

[0044] According to one aspect, the push button is returned to its open rest position by a spring element providing a predetermined force as a function of a support stroke.

[0045] This prevents any untimely or unwanted pressing of the boost function push button.

[0046] According to one aspect, the push button has a stroke with a detent, i.e., an inflection point in the force versus stroke diagram. This makes unintentional pressing practically impossible and further secures the function.

[0047] According to one aspect, the return force of the push button is at least 10 Newtons at mid-stroke of the available stroke.

[0048] In one aspect, the push button is red. This enhances the sporty aspect of the function and emphasizes its instantaneous nature.

[0049] The invention will be further detailed by describing non-limiting embodiments, and based on the accompanying figures illustrating variants of the invention, in which: - [Fig.1] illustrates a schematic diagram of an example of a system in which the invention is implemented; - [Fig.2] schematically illustrates a functional block diagram of the torque surplus function; - [Fig.3] schematically illustrates a steering wheel with the boost function push button; - [Fig.4] schematically illustrates a reference map and a calibration of the torque increase function; - [Fig.5] schematically illustrates a chronogram showing the pressing and releasing of the button; - [Fig.6] shows a chronogram illustrating the operation of the counter / down-counter; - [Fig.7] schematically illustrates a variant of the gauge displayed on the instrument cluster. - [Fig.8] illustrates an example of an effort versus stroke diagram for the boost function push button.

[0050] In the various figures, the same reference numerals designate identical or similar elements. For the sake of clarity, some elements are not necessarily shown to scale.

[0051] Generalities and system

[0052] In [Fig. 1], an electrically powered vehicle includes at least one electrical energy storage device 3, otherwise called a battery as specified in the introductory part.

[0053] The battery may comprise one or more lithium-ion electrochemical cell modules. Other types of batteries are not excluded, however, and the presence of supercapacitors may also be used.

[0054] Here, the vehicle in question may be 100% electric or may be a hybrid type vehicle, namely the combination of an electric drivetrain with an internal combustion engine.

[0055] This is symbolized on [Fig.1], where a possible internal combustion engine is represented by reference 15 and a transmission represented by reference 14 ensures a combination of purely electrical and thermal kinematic paths.

[0056] The vehicle considered here may be a four-wheeled vehicle of the type sedan, coupe, station wagon, pickup, minivan, etc... We are particularly interested in vehicles of a sporty character.

[0057] The vehicle includes an electric motor, noted 2, controlled by an inverter 12, said inverter being controlled by a control unit 4.

[0058] The electric motor 2 has a power output of at least 50 kW. In practice, depending on the size, weight, and sportiness of the vehicle, the power output of the electric motor 2 will generally be between 80 kW and 250 kW. A power output exceeding 250 kW is also possible.

[0059] In the case of a purely electric vehicle without a gearbox, the shaft 16 leading to the wheels 29 directly connects the electric motor 2 to the wheels 29. Only one wheel is shown in the figures. Electric traction can be applied to the train front of the vehicle or rear axle of the vehicle. Alternatively, both axles, front and rear, can be motorized.

[0060] The vehicle is equipped with an instrument cluster 5, the specificity of which for the function will be seen later.

[0061] The vehicle includes an accelerator pedal 6, as known per se.

[0062] The vehicle includes a brake pedal 8, as known per se.

[0063] The vehicle is equipped with a steering wheel 7, shown in [Fig.3].

[0064] The flywheel 7 has an axis A around which it is mounted for rotation. The flywheel 7 comprises a peripheral rim 70.

[0065] Advantageously according to the function promoted here, the steering wheel 7 includes a push button 1. This push button 1 allows the driver to activate a torque increase function which is also called "boost".

[0066] The push button is arranged near the rim of the steering wheel. The steering wheel shown here is a 3-spoke steering wheel, but other steering wheel configurations are not excluded.

[0067] In one embodiment, the push button is arranged less than 5 cm from the neutral line of the steering wheel rim section.

[0068] The elements on the steering wheel are positioned with the apex 72 of the rim as the reference for a steering wheel in a straight-ahead position. The longitudinal axis is labeled W (from bottom to top for the steering wheel in a straight-ahead position), and the transverse axis is labeled V (from left to right). The apex of the steering wheel thus corresponds to p0. The angular positions are identified by the angle p with respect to the apex; therefore, at the apex 72, we have [30, [3=0°]. On the axis V, on the right, we have [3=90°, and on the left, we have [3=270° (or -90°).

[0069] The push button is arranged in an angular sector ([31-

[32] ) between [31=45° and [32=135° to the right.

[0070] Alternatively, the push button 1 could be to the left of the reference position, symmetrically, i.e. [31=-45° and [32=-135°.

[0071] According to a preferred example, the push button is arranged in an angular sector between 60° and 90°, i.e. between [31=60° and [32=90° to the right.

[0072] Regarding the position of the push button 1 along axis A, the upper surface of the button is slightly recessed relative to the upper surface of the steering wheel rim and recessed relative to the airbag cushion.

[0073] The push button is of the unstable type; it returns to its rest position in the absence of mechanical force. It is necessary to press the button to move it from its rest position.

[0074] Thus, the push button 1 is returned to its rest position by a spring element providing a predetermined force according to a support stroke. This is preference for a button with a mechanical effect, and not just a switch with force contact.

[0075] The push button is preferably of the electrically open type at rest (also called 'normally open'). The contact is closed when the press has passed a predetermined travel.

[0076] As seen in [Fig.8], the push button 1 has a stroke with a hard point, i.e. an inflection point 19 in the force versus stroke diagram.

[0077] According to one embodiment, the return force of the push button is at least 10 Newtons at mid-stroke of the available stroke. In one embodiment, the available stroke is at least 3 mm.

[0078] According to one embodiment, the push button is red. A pictogram may be provided on the visible face of the button.

[0079] According to one embodiment, it can be slightly illuminated for night driving conditions. According to another embodiment, a light may be provided on the button during the day to indicate that the conditions for activating the boost function are met. This light source is labeled 43 in [Fig. 2].

[0080] To continue on [Fig.2], the control unit 4 controls, as previously indicated, the inverter 12 connected to the phases and / or poles of the motor 2. The control unit 4 is a computer which controls in real time a torque requested from the motor, as known in itself.

[0081] The control unit 4 receives as input a current battery temperature (T°C BATT), a current battery state of charge (SOC BATT). This information is transmitted by a computer in charge of monitoring the battery, referred to in the trade as BMS (for Battery Management System), identified as 30 in [Fig.1].

[0082] The control unit 4 receives as input a current temperature of the electric motor (T°C EM). This information can be provided by a sensor located on the motor or in its immediate vicinity.

[0083] Furthermore, the control unit 4 receives as input the status information from the push button 1, i.e., boost ON or OFF. It should be understood that the push button can be connected directly to the control unit 4 of the electric motor or, alternatively, can be connected to a passenger compartment control unit 11 which retransmits the information via a CAN multiplexed bus to the control unit 4 of the electric motor. However, care must be taken to minimize message latency in the event of transit through one or more control units between the push button 1 and the control unit 4 of the electric motor so as not to compromise the desired high responsiveness.

[0084] As we will see later, pressing the Boost push button leads to applying an extra torque to the electric motor.

[0085] Furthermore, the control unit 4 receives input information about the accelerator pedal travel 6, in the form of angular information, i.e., pedal position 0. As will be seen later, this angular travel can be converted into a percentage.

[0086] Furthermore, the control unit 4 receives as input the brake pedal travel information 8. This information can be in the form of a braking pressure or a depressed travel of the brake pedal.

[0087] On the right of [Fig.2], in addition to the motor control output itself, an interface with the instrument cluster 5 is shown. Information passes through this interface which allows a human-machine interface to be managed and in particular to display a gauge 50 representing the boost function in the instrument cluster.

[0088] According to the first example presented, the gauge is presented as a vertical bar graph 51. The current filling level of this gauge is indicated by 53. It is noted that the gauge is graduated in percentage from 0% to 100%.

[0089] According to an alternative embodiment, shown in [Fig.7], the gauge 50 can be presented as a bargraph in the shape of a circular arc 52.

[0090] In addition, a warning light 43 is provided to indicate to the driver whether the boost function is available at time t or not.

[0091] The indicator light 43 may be located in the instrument cluster or in the push button itself or in both devices in duplicate.

[0092] With reference to [Fig. 4], the method promoted herein involves the use of a reference map, denoted 91. This reference map is formed as a first reference torque calibration providing a torque command to be applied to the electric motor as a function of the accelerator pedal position 0. More precisely, this first reference torque calibration provides a torque command as a function of the accelerator pedal position 0 and as a function of the vehicle speed.

[0093] It is noted that in the pedal released position 0=0, the torque is negative, this is in fact regenerative braking which, thanks to the reverse control of the motor (which then becomes a generator), makes it possible to send electrical energy back to the battery.

[0094] At the pedal position marked PI, with a very light foot, depending on the vehicle speed, one may still be in the regenerative braking zone. In the example shown, the reference calibration is linear over the main part of the pedal travel up to 100%.

[0095] Advantageously, the control unit 4 provides for a second calibration of a dynamic torque increase, giving an available torque increase value in case the push button is pressed, for any non-zero instantaneous speed value of the vehicle.

[0096] The second calibration provides an increase in torque depending on a set of common operating conditions, as explained later.

[0097] As shown in [Fig. 4], the increased torque (curve 92) depends primarily on the position of the accelerator pedal. The example in [Fig. 4] concerns a nominal configuration without any limitation or derating of the battery or the electric motor.

[0098] The largest torque increase S2 is delivered for the pedal position P2. Then the torque increase decreases as the pedal travel increases towards 100%. Thus, the increase S3 for position P3 is less than S2 and the increase S4 for position 100% is less than S3.

[0099] For example, the highest torque increase S2 corresponds to a longitudinal acceleration of the vehicle of 2 m / s². For example, the torque increase S3 corresponds to a longitudinal acceleration of 1.5 m / s². For example, the torque increase S4 corresponds to a longitudinal acceleration of 1 m / s².

[0100] According to one option, the values ​​S2 S3 and S4 are calibrable and could for example be chosen to be identical to 2m / s2.

[0101] It is also noted that the additional torque SI delivered in the PI (light foot) position is to be small so as not to surprise the driver in certain configurations.

[0102] Given the presence of the boost function by push button on the steering wheel, in the illustrated example, the effect of the kick down (KD) overtravel can be suppressed where appropriate, provided that this overtravel is present.

[0103] Operation.

[0104] The control unit continuously determines a condition for allowing the application of an additional dynamic torque (step c- of the process).

[0105] In response to an activated state of the push button and if the authorization condition is present, then the control unit applies an additional torque according to the second calibration, (step d- of the process).

[0106] As soon as the push button is no longer activated or if the authorization condition becomes false, the control unit 4 stops the application of the additional torque according to the second calibration (step e- of the process).

[0107] Referring to [Fig. 5], the response time TR, between a rising edge of push-button activation at time TB and the actual application of the dynamic torque increase according to the second calibration at time TC, is short. In one embodiment, this response time TR is less than 200 ms.

[0108] The inventors were able to achieve response times TR of less than 100 milliseconds or even less than 50 milliseconds, which makes it possible to value the extreme instantaneity of the boost function.

[0109] Similarly, the response time TRoff is noted, between a falling edge of activation of the push button, at time TD, and an instant of effective return to the reference calibration, at time TZ.

[0110] According to one embodiment, this TRoff response time is on the order of 200 ms. These response times depend on the RI and R2 ramps, respectively for the rising and falling edges. The inventors were able to achieve TRoff response times of less than 100 milliseconds, or even less than 50 milliseconds, which highlights the extreme instantaneous nature of the boost function. [YES] The RI and R2 slopes are adjustable values, and therefore the TR and TRoff response times depend on these adjustable values. For example, a slightly less steep slope will be chosen when the boost function is applied in dynamic cornering conditions with significant lateral acceleration. This helps prevent potential front or rear wheel slippage.

[0112] On the other hand, in a straight line, the ramps are steep and the response times are as short as possible, exacerbating the responsiveness of the boost to the point of brutality.

[0113] Regarding the condition for allowing the application of an increase in dynamic torque, it can be established according to the following parameters:

[0114] - the instantaneous speed of the vehicle greater than 0, - the current driving mode (e.g., ECO, NEUTRAL, SPORT), - transmission lever in DRIVE - Effective activation time from the rising front - time elapsed since the previous boost cycle.

[0115] The boost function presented here essentially concerns a dynamic circumstance, that is, when the vehicle is moving, i.e., the vehicle's speed is non-zero. For the case of zero speed, a different function is described later.

[0116] Furthermore, it can be anticipated that the boost function is not available in reverse.

[0117] It may be envisaged that the boost function is not available in certain driving modes, for example in ECO mode.

[0118] It may be anticipated that the boost function will not be available when the transmission lever is not in DRIVE. Timing management is discussed below.

[0119] The set of common operating conditions for the second calibration are as follows: the temperature and state of charge of the electrical energy storage device, the temperature of the electric motor, the current speed of the vehicle.

[0120] To give only general indications about the second calibration, if the temperature of the electric motor is too high, the maximum activation time may be reduced and / or the torque boost values ​​may be reduced, or even the function may be made completely unavailable.

[0121] Similarly, if the battery's state of charge is, for example, below 40%, the torque boost values ​​can be reduced. The derating is then gradual / progressive from, for example, 40% down to 15%. The function is completely inhibited for lower states of charge.

[0122] As illustrated in [Fig.6], a maximum time delay TaMax is provided for the subsequent activation of the application of additional torque.

[0123] At time t1, the driver presses the push button while the boost gauge is at 100%. The torque is then applied as shown on the mid-curve of [Fig. 6]. As the boost is delivered, the counter 41 is decremented by the control unit 4.

[0124] The extra torque is delivered until the counter 41 falls to 0. At that moment (time t2), the condition for applying the boost becomes false and the extra torque is interrupted, even though the driver continues his first press Al and continues to press the push button until time t3.

[0125] From time t3, the counter 41 is incremented in a so-called relaxation phase of the boost function. Concurrently, the bar graph of the gauge fills on the instrument cluster in accordance with the value of the counter.

[0126] At time t4, the odometer and the gauge have reached their maximum and 100%, respectively. At time t5, the driver presses the boost button a second time (A2) until time t6. This press is shorter, and the odometer does not have time to reach 0 at time t6. At time t7, the driver presses the boost button a third time (A3) until time t8. It should be noted that with this third press, the boost function is only partially available while the gauge has not yet reached 100%; its available activation time will be shorter than TaMax.

[0127] Boosted start

[0128] In addition to the dynamic boost function presented above, it may also be provided for the use of the boost button to implement a boosted start from zero speed, also called in the jargon of the trade 'Launch Control'.

[0129] To this end, the method includes an initialization of a boosted start sequence, in response to an activation of the push button when the instantaneous speed value of the vehicle is zero, if boosted start conditions are met.

[0130] The method provides that, under conditions where the boosted start sequence is continued, an application of maximum available torque occurs upon release of the brake pedal. This is the next step in the sequence that actually triggers the application of maximum torque.

[0131] Miscellaneous

[0132] It may be possible to shift the reference calibration slightly downwards to highlight the boost function. In other words, with reference to [Fig. 4], it may be chosen to shift curve 91 slightly downwards compared to a vehicle without a boost function, so that the additional torque provided by the boost function is somewhat more pronounced.

[0133] The dynamic boost function can be provided for while the vehicle is traveling in active cruise control mode. For this to occur, the driver simply needs to apply minimal pressure to the accelerator pedal to leave the 0% zone; then pressing the push button triggers the torque boost. The vehicle then returns to the previous cruise control speed setting.

[0134] According to one aspect, the boost function, if activated while driving, is immediately cancelled by pressing the brake pedal.

Claims

Demands

1. A method for controlling an electric motor in an electrically propelled vehicle, the vehicle comprising at least one electrical energy storage device (3), an electric motor (2), an accelerator pedal (6), a control unit (4), and a steering wheel (10) comprising a push button (1), the method being characterized in that it comprises: a- providing a first reference torque calibration giving a torque setpoint to be applied to the electric motor as a function of at least one position of the accelerator pedal, b- providing a second calibration of a dynamic torque boost giving a value of the available torque boost when the push button is pressed, as a function of a set of common operating conditions, for any non-zero instantaneous speed of the vehicle, c- determining a condition for enabling the application of a dynamic torque boost,d- in response to an activated state of the push button and if the authorization condition is present, then apply an additional torque according to the second calibration, e- stop the application of the additional torque according to the second calibration as soon as the push button is no longer activated or if the authorization condition becomes false, characterized by a response time (RT), between a rising edge of activation of the push button (1) and an instant of effective application of the dynamic additional torque according to the second calibration, said response time having a configurable value, less than 200 ms.

2. A method according to claim 1, wherein the response time (RT) depends on a ramp (RT) with a configurable slope, with a less steep slope when the boost function is applied under dynamic cornering conditions with significant lateral acceleration, thus preventing potential front or rear wheel slippage, and with a steeper slope when the boost function is applied in a straight line.

3. A method according to any one of claims 1 to 2, wherein the set of normal operating conditions comprises: the position of the accelerator pedal, the temperature and state of charge of the electrical energy storage device, the temperature of the electric motor, the current speed of the vehicle.

4. A method according to any one of claims 1 to 3, further comprising a display of a gauge (50) of available dynamic torque surplus on an instrument cluster (5).

5. A method according to any one of claims 1 to 4, wherein the condition for allowing the application of an additional dynamic torque includes the parameters: - the instantaneous speed of the vehicle greater than 0, - the current driving mode, - transmission lever in DRIVE - effective activation time since the rising edge - time elapsed since the previously occurred boost cycle.

6. A method according to any one of claims 1 to 5, wherein a maximum consecutive activation time delay (TaMax) of the application of additional torque is provided.

7. A method according to any one of claims 1 to 6, wherein the enabling condition for applying a dynamic torque increase includes a counter that is selectively incremented or decremented.

8. Vehicle comprising at least one electrical energy storage device (3), an electric motor (2) preferably having a power of at least 50 kilowatts, an accelerator pedal (6), a control unit (4), a steering wheel (10) comprising a push button (1), and an instrument cluster (5), the control unit (4) being characterized in that it is configured to implement a method according to any one of claims 1 to 8.

9. Vehicle according to claim 8, wherein the push button (1) is arranged on the steering wheel, in the vicinity of the rim (11), in an angular sector (|31-[32) between 45° and 135° to the right or left of the reference position ([>0) of straight line 0°, preferably in an angular sector between 60° and 90°.

10. A vehicle according to any one of claims 8 to 9, wherein the push button is returned to its open rest position by a spring-loaded element providing a predetermined force based on a support stroke.

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