CONTROL OF RECOVERY BRAKE SETTINGS IN A LAND VEHICLE

Abstract

A control method is implemented in a land vehicle comprising a powertrain including at least one electric drive unit associated with a rechargeable battery and capable of recovering a regenerative braking torque defined by a setpoint to recharge this rechargeable battery. This method includes a step (10-20) in which, when regenerative braking is requested, N predefined regenerative braking levels are used, at least one of which is associated with at least two pairs of setpoints and ranges of vehicle masses, where the larger the mass, the larger the setpoint, with N ≥ 2, to determine the setpoint as a function of a vehicle mass and a regenerative braking level chosen from among the predefined regenerative braking levels. Figure 3

Description

Title of the invention: CONTROL OF THE RECOVERY BRAKING INSTRUCTION IN A LAND VEHICLE Technical field of the invention

[0001] The invention relates to land vehicles comprising a powertrain comprising at least one electric motor capable of recovering a regenerative braking torque defined by a setpoint for recharging a rechargeable battery, and more precisely the control within such vehicles of this setpoint during the regenerative braking phases. State of the art

[0002] Land vehicles, possibly of the automobile type, include a braking system which is responsible for decelerating them when it is requested, for example by their driver by pressing the brake pedal.

[0003] Generally, the braking system includes brake pads and associated brake discs which generate particles when used during braking.

[0004] As is known to those skilled in the art, the heavier a vehicle, the greater the energy that its braking system must absorb for a given deceleration intensity, and therefore the more particles are generated and the brake pads and brake discs wear during braking. In other words, the heavier a vehicle, the more polluting it is during braking. Consequently, most vehicles with a powertrain (or GMP) comprising at least one electric motor associated with a rechargeable battery are a priori more polluting during braking than purely thermal GMP vehicles of similar engine power.

[0005] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0006] It proposes in particular for this purpose a control method intended to be implemented in a land vehicle comprising a powertrain (or GMP) comprising at least one electric motor associated with a rechargeable battery and capable of recovering a regenerative braking torque defined by an instruction for recharging the rechargeable battery.

[0007] This control method is characterized by the fact that it comprises a step in which, in the event of a request for regenerative braking, N predefined regenerative braking levels are used, at least one of which is associated with at least two pairs of vehicle mass setpoint and interval, in which the greater the mass, the greater the setpoint, with N > 2, to determine the setpoint depending on the vehicle mass and a regenerative braking level chosen from among the predefined regenerative braking levels.

[0008] Thanks to the invention, during braking, the greater the mass of the vehicle, the more significant regenerative braking can be used and therefore the less need there will be to use the braking system, which makes it possible to significantly reduce the quantity of particles generated by the latter.

[0009] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0010] - in its step, the number N can be greater than or equal to 3;

[0011] - in its step, N predefined regenerative braking levels can be used each associated with at least two pairs of vehicle mass setpoint and interval, in which the greater the mass, the greater the setpoint;

[0012] - in the presence of the last option, in its step, each of the N levels of predefined regenerative braking can be associated with three pairs comprising three different vehicle mass intervals respectively;

[0013] - in the presence of the last sub-option, in its step, the three pairs can respectively comprising a first vehicle mass range of between 100 kg and 2000 kg, a second vehicle mass range of between 2001 kg and 2500 kg, and a third vehicle mass range of between 2501 kg and 4000 kg;

[0014] - in its step, the predefined regenerative braking levels used can be chosen from a regenerative braking level called normal and associated with a first predefined setpoint, a regenerative braking level called increased and associated with a second predefined setpoint and strictly lower than the first predefined setpoint, a regenerative braking level called reinforced and associated with a third predefined setpoint and strictly lower than the second predefined setpoint, and a regenerative braking level called single pedal and associated with a fourth predefined setpoint and strictly lower than the third predefined setpoint;

[0015] - in the presence of the last option, in its step, the first predefined instruction can vary according to the vehicle mass interval considered between -0.4 m.s2 and -1 m.s2, the second predefined setpoint can vary according to the vehicle mass interval considered between -1 m.s2 and -2 m.s2, the third predefined setpoint can vary according to the vehicle mass interval considered between -1.6 m.s2 and -2.4 m.s2, and the fourth predefined setpoint can vary according to the vehicle mass interval considered between -2.3 ms 2 and -2.7 m.s2;

[0016] - in its step, the regenerative braking request can result from a percentage of depression of a vehicle accelerator pedal which has become lower than a first predefined value, and a stop of the regenerative braking may result from a percentage of depression of this accelerator pedal which has become greater than a second predefined value.

[0017] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a land vehicle comprising a powertrain (or GMP) comprising at least one electric motor associated with a rechargeable battery and capable of recovering a regenerative braking torque defined by a setpoint for recharging the rechargeable battery, for controlling the setpoint during regenerative braking phases.

[0018] The invention also proposes a control device intended to equip a land vehicle comprising a powertrain (or GMP) comprising at least one electric motor associated with a rechargeable battery and capable of recovering a regenerative braking torque defined by an instruction for recharging the rechargeable battery.

[0019] This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, in the event of a request for regenerative braking, of using N predefined regenerative braking levels which for at least one of them is associated with at least two pairs of vehicle mass setpoint and interval, in which the greater the mass, the greater the setpoint, with N > 2, to determine the setpoint as a function of a mass of the vehicle and a regenerative braking level chosen from the predefined regenerative braking levels.

[0020] The invention also proposes a land vehicle, possibly of the automobile type, and comprising, on the one hand, a powertrain (or GMP) comprising at least one electric motor associated with a rechargeable battery and capable of recovering a regenerative braking torque defined by a setpoint for recharging the rechargeable battery, and, on the other hand, a control device of the type presented above. Brief description of the figures

[0021] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0022] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a control device according to the invention and a hybrid GMP transmission chain and supervised by a supervision computer,

[0023] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a supervision calculator comprising an exemplary embodiment of a device of control according to the invention, and

[0024] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0025] The invention aims in particular to propose a control method, and an associated control device DC3, intended to allow control of the setpoint cc, defining the regenerative braking torque that can be recovered in a regenerative braking phase by at least one electric motor MM2 of a powertrain (or GMP) of a land vehicle V, as a function of the mass mv of the latter (V).

[0026] 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.l]. But the invention is not limited to this type of land vehicle. It in fact relates to any type of land vehicle comprising a GMP transmission chain comprising at least one electric motor associated with a rechargeable battery and capable of recovering regenerative braking torque. Thus, it relates to utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, and leisure machinery (karts), for example.

[0027] 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 hybrid type (and therefore comprising at least a first thermal motor MM1 and a second electric motor MM2). But the GMP could be of the all-electric type (and in this case the drive of the vehicle V is provided exclusively by at least one electric motor MM2).

[0028] [Fig.l] schematically shows a vehicle V comprising a hybrid GMP transmission chain (and therefore comprising a first thermal motor MM1 and a second electric motor MM2), a supervision computer CS, a service battery BS, a rechargeable battery BR, a converter CV, and a control device DC3 according to the invention.

[0029] The service battery BS is responsible for supplying electrical energy to the on-board network of the vehicle V, in addition to that supplied by the CV converter powered by the rechargeable battery BR via a main electrical circuit, and sometimes instead of this CV converter. 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 CV converter. It is considered in the following, by way of non-limiting example, that the service battery BS is of the type 12V Lithium-ion.

[0030] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0031] The main electrical circuit (or "high voltage" or "power") is connected, on the one hand, to the rechargeable battery BR via an interface device, and, on the other hand, to electronic equipment, such as for example the CV converter and the second driving machine MM2. It also allows the rechargeable battery BR to be recharged by an external power source and temporarily coupled to a charging connector of the vehicle V.

[0032] The transmission chain has a GMP which is, here, hybrid and therefore which comprises, here, in addition to its first MM1 and second MM2 driving machines, in particular, a motor shaft AM, a transmission shaft AT, first DC1 and second DC2 coupling devices, and a gearbox BV.

[0033] Here, the term "drive machine" means a machine arranged so as to provide engine torque to move the vehicle V, and to recover regenerative braking torque when it is electric.

[0034] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0035] The first driving machine MM1 is, here, thermal and responsible, when it is supplied with fuel, for producing a first torque and supplying the latter to the motor shaft AM.

[0036] Furthermore, this first driving machine MM1 (and more precisely the motor shaft AM) is capable of being coupled by the first coupling device DC1 to the primary shaft AP of the gearbox BV to provide it with the first engine torque produced.

[0037] The output shaft of the gearbox BV is coupled to the transmission shaft AT which is itself coupled to a first train T1 (here of wheels), preferably via a differential DI.

[0038] This 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.

[0039] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0040] Also for example, the gearbox BV can be automated. Thus, it can, for example, be double clutch (or DCT ("Dual Clutch Transmission")). But this is not obligatory.

[0041] It will be noted that in the example illustrated non-limitingly in [Fig.l] the crankshaft of the first prime mover MM1 is also coupled to a belt, itself coupled to an alternator-starter AD which is supplied with electrical energy by the service battery BS (and which can also recharge the latter (BS)). Thus, the alternator-starter AD can supply torque to the belt, which can supply this torque to the crankshaft.

[0042] The second prime mover MM2 is electric and is responsible, when supplied with electrical energy by the rechargeable battery BR, for producing a second torque. It is also responsible, in a regenerative braking phase, requested by the driver of the vehicle V after selecting a predefined regenerative braking level nfrpj, for ensuring (or participating in) the braking of the vehicle V by acting as a generator. In this case, it recovers in the transmission chain (here at the level of the first train T1) a regenerative braking torque cfr which is defined by a setpoint cc and transforms this recovered regenerative braking torque cfr into a recharge current intended to recharge the rechargeable battery BR.

[0043] Furthermore, this second driving machine MM2 is, here and by way of purely illustrative example, suitable for being coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the gearbox BV to provide it with the second engine torque produced.

[0044] The operation of the second electric motor MM2 is controlled by a machine computer CM, and supervised by the supervision computer CS. In particular, the machine computer CM is responsible for controlling the second motor MM2 so that it recovers a regenerative braking torque cfr which is defined by the setpoint cc.

[0045] The second coupling device DC2 can be placed in coupled and decoupled states, depending on a state instruction generated by the GMP supervision computer CS.

[0046] Furthermore, this second coupling device DC2 may, for example, comprise a cascade of pinions connecting the second driving machine MM2 to the input of the gearbox BV (downstream of the first coupling device DC1).

[0047] The CV converter is also responsible, here, during the driving phases of the vehicle V for converting part of the electric current stored in the rechargeable battery BR to supply the on-board network and the service battery BS with converted electric current (to recharge it).

[0048] The rechargeable battery BR 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 rechargeable battery BR 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.

[0049] The vehicle V also comprises a braking system SF associated with a brake pedal PF having a depression percentage variable by action of the driver, as well as an accelerator pedal PA having a depression percentage variable by action of the driver.

[0050] For example, the braking system SF comprises brake pads and brake discs associated with the wheels of the vehicle V which here form part of the first T1 and second T2 trains.

[0051] As mentioned above, the invention proposes in particular a control method intended to allow in the vehicle V the control of the setpoint cc as a function of the mass mv of this vehicle V.

[0052] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in FIGS. 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP ("Digital Signal Processor")), and at least one memory MD. This control device DC3 can therefore be 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.

[0053] The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0054] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC3 is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC3 could comprise its own dedicated computer, which is then coupled to the supervision computer CS, or could be part of another computer of the vehicle V, such as for example the computer CF of the braking system SF.

[0055] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-20 which is implemented each time the vehicle V must be subject to a regenerative braking phase, for example on order of the supervision computer CS and due to a regenerative braking request from the driver, for example following a (at least partial) release of the accelerator pedal PA.

[0056] In step 10-20 of the method, in the event of a request for regenerative braking, one (for example the control device DC3) uses N predefined regenerative braking levels nfrpj which for at least one of them is associated with at least two pairs (cpjk, imk) comprising a setpoint cpjk and a vehicle mass interval imk, and in which the greater the mass, the greater the setpoint cpjk, with N > 2, to determine the setpoint cc as a function of a vehicle mass mv V and a regenerative braking level which is chosen from these predefined regenerative braking levels nfrpj.

[0057] In other words, when the driver chooses a predefined regenerative braking level nfrpj which is associated with at least two pairs (cpjk, imk), the one which includes the vehicle mass interval imk to which the mass mv of the vehicle V belongs is determined from among these pairs (cpjk, imk). Then, it is considered that the setpoint cc, which will define the regenerative braking torque cfr that the second prime mover MM2 will have to recover, is equal to the setpoint cpjk of this determined pair (cpjk, imk). If the predefined regenerative braking level nfrpj is not associated with two pairs (cpjk, imk) but only with one setpoint defining a predefined regenerative braking torque, then it is considered that the setpoint cc, which will define the regenerative braking torque cfr that the second prime mover MM2 will have to recover, is equal to this setpoint.

[0058] It will be understood that for the same predefined regenerative braking level nfrpj chosen, the greater the mass mv, the greater the setpoint cpjk so that the effect of the regenerative braking is substantially the same regardless of the mass mv of the vehicle V. Thus, during braking, the greater the mass mv, the more significant regenerative braking will be used and therefore the less need there will be to use the braking system SF, which advantageously makes it possible to significantly reduce the quantity of particles generated by the latter (SF).

[0059] Preferably, but although this is not obligatory, one (for example the control device DC3) can use N predefined regenerative braking levels nfrpj each associated with at least two pairs (cpjk, imk) comprising a setpoint cpjk and a vehicle mass interval imk, and in which the greater the mass, the greater the setpoint cpjk. But one can envisage that a predefined regenerative braking level nfrpj is only associated with one setpoint (as mentioned above). This can in particular be the case of the so-called "normal" regenerative braking level described later.

[0060] For example, and as illustrated non-limitingly in [Fig. 3], step 10-20 may comprise a sub-step 10 in which one (for example the control device DC3) may begin by determining the torque (cpjk, imk) which is associated with the predefined regenerative braking level nfrpj chosen and which includes the vehicle mass interval imk comprising the mass mv of the vehicle V. Then, step 10-20 may comprise a sub-step 20 in which one (of a) transmits (for example the control device DC3 triggers the transmission) to the machine computer CM setpoint cc equal to the setpoint cpjk of the couple (cpjk, imk) which was determined in sub-step 10.

[0061] It will be noted that the driver can choose the predefined regenerative braking level nfrpj by means of a selection member (such as for example a thumbwheel) fitted to the vehicle V or by selection from a list displayed on a screen of the vehicle V, such as for example that of the central instrument panel installed in or on the dashboard.

[0062] Also for example, the mass mv of the vehicle V can be fixed and stored in a memory of the control device DC, or variable, and in this case it can either be provided by the driver (because he knows approximately the load transported by his vehicle V and the empty mass of the latter (V)), or estimated by at least one sensor equipping the vehicle V or by a computer (possibly CS) or the control device DC which is then informed by the driver of the load transported.

[0063] It will be noted that in step 10-20 the number N can be greater than or equal to 3. For example, this number N can be equal to four, and in this case we have aj = 1 to 4. But this number N can take any value greater than or equal to two.

[0064] For example, in step 10-20 the predefined regenerative braking levels nfrpj that are used can be chosen from:

[0065] - a level of regenerative braking called “normal” which is associated with a first predefined instruction cplk (j = 1),

[0066] - a regenerative braking level called “increased” (or “brake level”) which is associated with a second predefined instruction cp2k (j = 2), strictly lower than the first predefined instruction cplk (Icp 1kl < Icp2kl, but cplk > cp2k),

[0067] - a level of regenerative braking called “reinforced” (or “brake+ level”) which is associated with a third predefined setpoint cp3k (j = 3), strictly lower than the second predefined setpoint cp2k (Icp2kl < Icp3kl, but cp2k > cp3k), and

[0068] - a level of regenerative braking called “single pedal” (or “one pedal”) which is associated with a fourth predefined setpoint cp4k (j = 4), strictly lower than the third predefined setpoint cp3k (Icp3kl < Icp4kl, but cp3k > cp4k).

[0069] It is recalled that the single pedal function (or one pedal) allows, when it has been selected by the driver, to use the accelerator pedal PA not only to accelerate the vehicle V, but also to decelerate (or brake) the vehicle V. When this single pedal function has been selected, part of the travel of the accelerator pedal PA is reserved for the acceleration of the vehicle V while the other part of the travel of this accelerator pedal PA is reserved for the deceleration of the vehicle V. The distribution of the two parts of the travel of the accelerator pedal PA is configurable when tuning the vehicle V. For example, the first 20 percent of 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.

[0070] For example, in step 10-20:

[0071] - the first predefined setpoint cplk can vary according to the mass interval of vehicle considered between -0.4 m.s2 and -1 m.s2,

[0072] - the second predefined setpoint cp2k can vary according to the mass interval of vehicle considered between -1 m.s2 and -2 m.s2,

[0073] - the third predefined setpoint cp3k can vary according to the mass interval of vehicle considered between -1.6 m.s2 and -2.4 m.s2, and

[0074] - the fourth predefined setpoint cp4k can vary according to the mass interval of vehicle considered between -2.3 m.s2 and -2.7 m.s2.

[0075] Also for example, in step 10-20 each of the N predefined regenerative braking levels nfrpj can be associated with three pairs (cpjk, imk), k = 1 to 3, comprising respectively three different vehicle mass intervals iml, im2 and im3. In this case:

[0076] - a first predefined regenerative braking level nfrpl (j = 1) is associated with the couples (cpll, iml), with k = 1, (cpl2, hn2), with k = 2, and (cpl3, hn3), with k = 3,

[0077] - a second predefined regenerative braking level nfrp2 (j = 2) is associated with the couples (cp21, iml), with k = 1, (cp22, hn2), with k = 2, and (cp23, hn3), with k = 3,

[0078] - a third predefined regenerative braking level nfrp3 (j = 3) can be associated to the pairs (cp31, iml), with k = 1, (cp32, hn2), with k = 2, and (cp33, hn3), with k = 3,

[0079] - a fourth predefined regenerative braking level nfrp4 (j = 4) can be associated to the pairs (cp41, iml), with k = 1, (cp42, hn2), with k = 2, and (cp43, hn3), with k = 3,

[0080] - and so on.

[0081] It should be noted that the number of pairs (cpjk, imk) associated with each predefined regenerative braking level nfrpj can take any value greater than or equal to two. Thus, this number of pairs (cpjk, imk) can be equal to two, three or four, or even more.

[0082] Also for example, in step 10-20 when each predefined regenerative braking level nfrpj is associated with three pairs (cpjk, imk), with k = 1 to 3, the latter (cpjk, imk) may respectively comprise:

[0083] - a first vehicle mass interval iml (k = 1) which is between 100 kg and 2000 kg,

[0084] - a second vehicle mass interval im2 (k = 2) which is between 2001 kg and 2500 kg, and

[0085] - a third vehicle mass interval im3 (k = 3) which is between 2501 kg and 4000 kg.

[0086] But other vehicle mass intervals imk having other respective terminals can be used.

[0087] It will also be noted that in step 10-20 the regenerative braking request may result from a percentage of depression of the accelerator pedal PA which has become lower than a first predefined value vpl. Similarly, a stop of the regenerative braking may result from a percentage of depression of the accelerator pedal PA which becomes higher than a second predefined value vp2.

[0088] For example, the first predefined value vpl may be between 3% and 8%. As an illustrative example, the first predefined value vpl may be equal to 5%. But other values ​​of the first predefined value vpl may be used. Thus, one could choose a first predefined value vpl equal to 0%, which corresponds to a total release of the accelerator pedal PA. For example, the value of the first predefined value vpl may be chosen during the vehicle tuning phase V.

[0089] For example, the second predefined value vp2 may be between 8% and 12%. As an illustrative example, the second predefined value vp2 may be equal to 10%. But other values ​​of second predefined value vp2 may be used. Thus, one could choose a second predefined value vp2 equal to 1%, which means that the regenerative braking stops as soon as the driver starts to press the accelerator pedal PA again. For example, the value of the second predefined value vp2 may be chosen during the vehicle tuning phase V.

[0090] It will also be noted that regenerative braking ceases when the vehicle speed V becomes zero (0 km / h).

[0091] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the supervision computer CS (or the computer of the control device DC3) can also comprise a mass memory MEM, in particular for storing each predefined regenerative braking level nfrpj chosen and each possible load transported, as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS (or the computer of the control device DC3) can also comprise an input interface IE for receiving at least each regenerative braking request, each predefined regenerative braking level nfrpj chosen and each possible load transported or mass mv, 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 CS supervision calculator (or the DC3 control device calculator) can also include an IS output interface, in particular to deliver the cc setpoint just determined and each message (or order) to stop a regenerative braking phase.

[0092] 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 land vehicle V the setpoint cc during the regenerative braking phases.

Claims

Claims

1. Control method for a land vehicle (V) comprising a powertrain comprising at least one electric motor (MM2) associated with a rechargeable battery (BR) and capable of recovering a regenerative braking torque defined by a setpoint for recharging said rechargeable battery (BR), characterized in that it comprises a step (10-20) in which, in the event of a regenerative braking request, N predefined regenerative braking levels are used, at least one of which is associated with at least two pairs of setpoint and vehicle mass interval, in which the greater the mass, the greater the setpoint, with N > 2, to determine said setpoint as a function of a mass of said vehicle (V) and a regenerative braking level chosen from said predefined regenerative braking levels.

2. Method according to claim 1, characterized in that in said step (10-20) N predefined regenerative braking levels are used, each associated with at least two pairs of vehicle mass setpoint and interval, in which the greater the mass, the greater the setpoint.

3. Method according to claim 2, characterized in that in said step (10-20) each of said N predefined regenerative braking levels is associated with three pairs comprising respectively three different vehicle mass intervals.

4. A method according to claim 3, characterized in that in said step (10-20) said three pairs respectively comprise a first vehicle mass range of between 100 kg and 2000 kg, a second vehicle mass range of between 2001 kg and 2500 kg, and a third vehicle mass range of between 2501 kg and 4000 kg.

5. Method according to one of claims 1 to 4, characterized in that in said step (10-20) said predefined regenerative braking levels used are chosen from a regenerative braking level called normal and associated with a first predefined setpoint, a regenerative braking level called increased and associated with a second predefined setpoint and strictly lower than said first predefined setpoint, a regenerative braking level called reinforced and associated with a third predefined setpoint and strictly lower than said second setpoint predefined, and a level of regenerative braking called single pedal and associated with a fourth predefined instruction and strictly lower than said third predefined instruction.

6. Method according to claim 5, characterized in that in said step (10-20) said first predefined setpoint varies according to the vehicle mass interval considered between -0.4 m.s2 and -1 m.s2, said second predefined setpoint varies according to the vehicle mass interval considered between -1 m.s2 and -2 m.s2, said third predefined setpoint varies according to the vehicle mass interval considered between -1.6 ms 2 and -2.4 m.s2, and said fourth predefined setpoint varies according to the vehicle mass interval considered between -2.3 m.s2 and -2.7 m.s2.

7. Method according to one of claims 1 to 6, characterized in that in said step (10-20) said regenerative braking request results from a percentage of depression of an accelerator pedal (PA) of the vehicle (V) becoming lower than a first predefined value, and a stopping of said regenerative braking results from a percentage of depression of said accelerator pedal (PA) becoming higher than a second predefined value.

8. 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 7, in a land vehicle (V) comprising a powertrain comprising at least one electric motor (MM2) associated with a rechargeable battery (BR) and capable of recovering a regenerative braking torque defined by a setpoint for recharging said rechargeable battery (BR), for controlling said setpoint during regenerative braking phases.

9. Control device (DC3) for a land vehicle (V) comprising a powertrain comprising at least one electric motor (MM2) associated with a rechargeable battery (BR) and capable of recovering a regenerative braking torque defined by a setpoint for recharging said rechargeable battery (BR), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, in the event of a regenerative braking request, of using N predefined regenerative braking levels which for at least one of them is associated with at least two pairs of setpoint and vehicle mass interval, in which the greater the mass, the greater the setpoint, with N > 2, to determine said setpoint as a function of a mass of said vehicle (V) and a regenerative braking level chosen from said predefined regenerative braking levels.

10. Land vehicle (V) comprising a powertrain comprising at least one electric motor (MM2) associated with a rechargeable battery (BR) and capable of recovering a regenerative braking torque defined by a setpoint for recharging said rechargeable battery (BR), characterized in that it further comprises a control device (DC3) according to claim 9.

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