ELECTRIC MOTOR BRAKE MODE CONTROL IN A VEHICLE

Abstract

A control method is implemented in a vehicle comprising an air conditioning system with a compressor and at least one electric drive unit associated with a rechargeable battery having an estimated state of charge. This drive unit is designed to recover mechanical torque based on a braking torque setpoint to brake the vehicle in a mode known as electric motor braking when the accelerator pedal is in a predefined state. The method includes a step (10-50) in which, when the electric motor braking mode is required or already in use and the estimated state of charge exceeds a first threshold, the electric drive unit is used to recover mechanical torque based on a chosen braking torque setpoint. This recovered mechanical torque is then converted into electrical current, and this electrical current is supplied to the compressor. Figure 3

Description

Title of the invention: CONTROL OF THE ELECTRIC MOTOR BRAKE MODE IN A VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising at least one electric drive machine capable of recovering a mechanical torque as a function of a braking torque setpoint in a mode known as electric motor braking, and more specifically the control in such vehicles of the use of this electric motor braking mode. State of the art

[0002] Certain vehicles, possibly land vehicles (and for example, automobiles), include a powertrain (or PWM) comprising at least one electric motor capable of recovering mechanical torque based on a braking torque command to brake them in a mode known as electric motor braking when their accelerator pedal is in a predefined state. Generally, this predefined state corresponds to a percentage of accelerator pedal depressment between 0% and 5%.

[0003] It should be noted that a vehicle may offer several (at least two) different electric motor braking modes, selectable by the driver. By way of illustration, a so-called "normal" electric motor braking mode may be associated with a braking torque setting of -0.6 m / s², and an enhanced electric motor braking mode (or "recharge mode" or "brake mode") may be associated with a braking torque setting of -1.25 m / s².

[0004] In an electric motor braking mode, the mechanical torque, which is recovered by the electric drive unit, is converted into electrical current that generally powers a rechargeable battery (called the "main" or "power" or "traction" battery) of the vehicle, to recharge it. It should be noted that this rechargeable battery stores electrical energy that is also generally used by the electric drive unit to provide motor torque (based on a motor torque setpoint), enabling the vehicle to move.

[0005] When the state of charge (SOC) of the rechargeable battery is too high, it can no longer receive charging current produced in a selected electric motor braking mode. Consequently, currently, when such a situation occurs at the moment the vehicle driver places the accelerator pedal in the aforementioned predefined state, the use of this electric motor braking mode must be automatically disabled. However, such a disabling measure can be disruptive or worrying for the driver, or even potentially dangerous, because the electric motor braking expected by this driver is not present, and therefore the latter must immediately react by operating the brake pedal, which imposes a sudden change in his driving habits.

[0006] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0007] In particular, it proposes for this purpose a control method intended to be implemented in a vehicle comprising:

[0008] - an air conditioning system comprising a compressor, and

[0009] - at least one electric drive machine associated with a rechargeable battery having an estimated state of charge, and capable of recovering a mechanical torque as a function of a braking torque setpoint to brake the vehicle in a so-called electric motor braking mode when an accelerator pedal of the latter is in a predefined state.

[0010] This control method is characterized by the fact that it includes a step in which, when the electric motor braking mode is required or already in use and the estimated state of charge is greater than a first threshold, the electric motor machine is used to recover a mechanical torque as a function of a chosen braking torque setpoint and transform this recovered mechanical torque into electrical current, and the compressor is supplied with this electrical current.

[0011] Thanks to the invention, it is now possible to continue to provide electric motor braking (expected by the driver) even when the main battery is no longer able to be recharged, which avoids any risk of the driver being disturbed or worried by a total absence of electric motor braking when he has requested it (by action on the accelerator pedal), and therefore makes it possible to improve the safety of the vehicle and of objects and living beings placed in its immediate environment.

[0012] The control method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0013] - in its stage, when the compressor is ready to operate according to a torque The variable between minimum and maximum torques allows the braking torque setting to be chosen according to the electrical current required for compressor operation, based on a chosen torque greater than or equal to a second chosen threshold strictly greater than this minimum torque;

[0014] - in the presence of the first option, in its step, the second threshold chosen can be between 80% and 100% of the maximum torque;

[0015] - in its step, the predefined state of the accelerator pedal may correspond to a percentage of penetration of the latter which is less than a third chosen threshold;

[0016] - in the presence of the last option, in its step, the third threshold chosen can be between 0% and 5%;

[0017] - in its step, the first threshold chosen can be between 95% and 100% of a maximum state of charge, also called useful state of charge, of the rechargeable battery;

[0018] - in its step, the use of the electric motor braking mode can be interrupted as soon as the accelerator pedal is no longer in the predefined state and / or a brake pedal of the vehicle is activated and / or a current speed of the vehicle falls below a fourth chosen threshold.

[0019] 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 vehicle comprising an air conditioning system including a compressor, and at least one electric drive machine associated with a rechargeable battery having an estimated state of charge, and suitable for recovering a mechanical torque as a function of a braking torque setpoint to brake the vehicle in a so-called electric motor braking mode when an accelerator pedal of the latter is in a predefined state, to control the mechanical torque to be recovered when an electric motor braking mode has been required.

[0020] The invention also proposes a control device for equipping a vehicle comprising:

[0021] - an air conditioning system comprising a compressor, and

[0022] - at least one electric drive unit associated with a rechargeable battery having an estimated state of charge, and capable of recovering a mechanical torque as a function of a braking torque setpoint to brake the vehicle in a so-called electric motor braking mode when an accelerator pedal of the latter is in a predefined state.

[0023] 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 electric motor braking mode is required or already in use and the estimated state of charge is greater than a first threshold, of triggering the use of the electric motor machine to recover a mechanical torque as a function of a chosen braking torque setpoint and transforming this recovered mechanical torque into electrical current, and of triggering a supply of this electrical current to the compressor.

[0024] The invention also proposes a vehicle, possibly of the automobile type, comprising:

[0025] - an air conditioning system comprising a compressor,

[0026] - at least one electric drive unit associated with a rechargeable battery having an estimated state of charge, and capable of recovering a mechanical torque based on a braking torque setpoint to brake the vehicle in a so-called electric motor braking mode when the accelerator pedal of the latter is in a predefined state, and

[0027] - a control device of the type presented above. Brief description of the figures

[0028] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0029] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a land vehicle comprising an all-electric powertrain, a supervisory computer, and a control device according to the invention,

[0030] [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, and

[0031] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0032] The invention aims in particular to propose a control method, and an associated DC control device, intended to allow control of the electric motor braking mode offered by at least one electric drive machine MME of a vehicle V.

[0033] In what follows, we consider, by way of non-limiting example, that the vehicle V is a land vehicle 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 vehicle. It relates in fact to any type of vehicle (land, sea (or river), or air) comprising a powertrain (or PWM) including at least one electric motor associated with a rechargeable battery and capable of recovering mechanical torque to brake it in an electric motor braking mode (possibly selected from several).

[0034] Furthermore, in what follows, by way of non-limiting example, it is assumed that the transmission chain of vehicle V comprises an all-electric powertrain. However, the powertrain could be hybrid (and therefore have internal combustion engine(s) and electric engine(s)).

[0035] Figure 1 schematically represents a vehicle V comprising an electric powertrain (and therefore at least one electric motor MME), an on-board network RB, a service battery BS, and a battery main (or power or traction) BP, a CV converter, a CS supervisory computer, and a DC control device according to the invention.

[0036] The CV converter is of the DC / DC type (“Direct Current / Direct Current”). It is therefore responsible for converting a direct current from a first voltage to a second voltage.

[0037] The RB on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0038] The auxiliary battery BS is responsible for supplying electrical power to the vehicle's electrical system RB, supplementing, in this case, that supplied by the converter CV powered by the main battery BP, and sometimes replacing, in this case, the converter CV. For example, this auxiliary battery BS may be configured as a very low voltage type battery (typically 12 V, 24 V, or 48 V). It is rechargeable at least by the converter (current) CV. In the following, for the sake of non-limiting example, the auxiliary battery BS is assumed to be a 12 V lithium-ion type.

[0039] The transmission chain has a powertrain which is, here, purely electric and therefore includes, in particular, an electric drive machine MME, a motor shaft AM, and a transmission shaft AT. Here, "electric drive machine" means an electric machine arranged to recover a mechanical torque as a function of a braking torque setpoint, in particular to brake the vehicle in an electric motor braking phase (this is referred to as supplying a negative output torque), and to supply a motor torque as a function of a motor torque setpoint to move the vehicle when it is supplied with electrical energy by a main battery (this is referred to as supplying a positive output torque).

[0040] The operation of the GMP is supervised by a CS supervisory computer.

[0041] The electric drive machine MME is coupled to the motor shaft AM to supply it with motor torque by rotational drive or to recover mechanical torque when an electric motor braking mode has been selected by the driver of vehicle V and the accelerator pedal PA of vehicle V is in a predefined state. This motor shaft AM is here coupled to a reduction gear RD which is also coupled to the transmission shaft AT, itself coupled to a set of drive wheels Tl, preferably via a differential DV.

[0042] It should be noted that the train Tl is here located in the front part PVV of the vehicle V. But in a variant this train Tl could be the one referenced T2 which is located in the rear part PRV of the vehicle V.

[0043] The operation of the electric drive machine MME is, for example, controlled by a machine computer CM, itself supervised by the supervisory computer CS.

[0044] The CV converter is also responsible, here, during the driving phases of the vehicle V, for converting part of the electrical energy stored in the main battery BP (and transformed by the latter (BP) into electrical current) to supply converted electrical current to the on-board network RB and the auxiliary battery BS (to recharge it).

[0045] It will be noted, as illustrated non-limitingly in [Fig. 1], that the CV converter can be part of a CH charger also comprising a charging computer (not illustrated) responsible, at least, for controlling the charging of the main battery BP.

[0046] The main battery BP may, for example, include electrical energy storage cells, possibly electrochemical (e.g., lithium-ion (or Li-ion) or Ni-MH or Ni-Cd type). Also, for example, the main battery BP may be of the low-voltage type (typically 450 V by way of illustration). But it could also be of the medium-voltage or high-voltage type. This main battery BP has a state of charge (or SOC) which is estimated, for example, by a battery computer associated with it (and which controls it), possibly periodically.

[0047] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the vehicle V also includes a distribution box BD to which the auxiliary battery BS, the converter CV, and the on-board network RB are coupled. This distribution box BD is responsible for distributing the electrical energy stored in the auxiliary battery BS or produced by the converter CV into the on-board network RB to power the electrical components (or equipment) connected to the on-board network RB, according to power demands received (in particular from the powertrain control unit CS).

[0048] It should also be noted that the accelerator pedal PA is operable (here) by a foot of the driver of the vehicle V, and has a percentage of depressment pepa from which the engine torque setpoint can be defined, which is then representative of the driver's intention, in particular with regard to the acceleration of the vehicle V. This engine torque setpoint is generally determined by the supervisory computer CS and transmitted to the machine computer CM.

[0049] The vehicle V also includes a brake pedal (or analog) PF which can be operated (here) by a foot of the driver of the vehicle V, and which allows action on the braking system of the latter (V), which includes a braking computer CF which ensures its control.

[0050] The vehicle V also offers at least one electric motor braking mode which can be used, if selected by the driver, when the accelerator pedal PA is in a predefined state. When an electric motor braking mode has been selected and then required (for example, by pressing the accelerator pedal PA), the electric drive MME is capable of recovering a mechanical torque cmr which is a function of a braking torque command ccf to brake the vehicle V. This braking torque command ccf can, for example, be determined by the CS supervisory control unit. But it could also be determined by the CF braking control unit. Note that here we assume that an electric motor braking mode was required when the driver presses the accelerator pedal PA to place it in its predefined state.

[0051] The mechanical torque cmr, which is recovered by the electric drive machine MME in an electric motor braking mode, is transformed by this same electric drive machine MME into an electric current which can power the main battery BP to recharge it when its estimated state of charge ece allows it (as will be seen later).

[0052] It should be noted that a vehicle V may optionally offer several (at least two) different electric motor braking modes, selectable by its driver. By way of illustration, the vehicle V may offer at least a first electric motor braking mode, called normal, associated with a braking torque setpoint ccf of -0.6 m / s², and a second electric motor braking mode, called enhanced (or "recharge mode" or "brake mode"), associated with a braking torque setpoint ccf of -1.25 m / s². It should be noted that to these two electric motor braking modes, one may also optionally add at least a third electric motor braking mode, called "enhanced" (or "brake+ mode"), associated with a braking torque setpoint ccf that is, for example, equal to -1.8 m / s².

[0053] The predefined state in which the accelerator pedal PA must be placed in order for an electric motor braking mode to be activated (and therefore considered required) can be determined during the development phase of a vehicle similar to vehicle V, and then a parameter representing it can be stored, for example, in the DC control device (or in the CS supervisory computer).

[0054] For example, the (each) electric motor braking mode can be selected by the driver by means of a dedicated control element which may be part of the steering wheel VV of the vehicle V, or could be located in the dashboard of the vehicle V. In an alternative embodiment, the (each) electric motor braking mode could be selected by the driver in a menu which is accessible on a digital screen of a piece of equipment of the vehicle V (such as for example the central instrument cluster installed in the dashboard).

[0055] Although this appears only very partially on [Fig. 1], the vehicle V also includes an air conditioning system comprising a DC compressor, preferably with variable torque, and responsible for ensuring the cooling of at least its passenger compartment, as well as preferably its electric drive machine MME, its CV converter and its main battery BP.

[0056] As mentioned above, the invention proposes in particular a control method intended to allow control of the (of each) electric motor braking mode offered by the electric drive machine MME of the vehicle V when two conditions are met, namely the (a) electric motor braking mode selected and the accelerator pedal PA in its predefined state (of course if the vehicle V is moving (possibly at a speed greater than a chosen threshold)).

[0057] This (control) method can be implemented at least partially by the DC 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 DC control device can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it could be a microcontroller.

[0058] 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.

[0059] In the example illustrated, but not limited to, in Figures 1 and 2, the DC control device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DC 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 CF braking computer or the CM machine computer.

[0060] As illustrated non-limitingly in [Fig.3], the (control) method according to the invention includes a step 10-50 which is implemented whenever the two aforementioned conditions are met (or combined) at a given time, namely the (an) electric motor braking mode has been previously selected by the driver and the accelerator pedal PA has just been, or has previously been, placed in its predefined state by that driver (and therefore the electric motor braking mode is required or already in use).

[0061] Step 10-50 of the process includes a substep 30 in which, when the two aforementioned conditions are met and, furthermore, the estimated state of charge ece is greater than a first threshold si, the electric drive machine MME is used (for example, the DC control device triggers the use of) to recover a mechanical torque cmr which is a function of a braking torque setpoint ccf chosen, and to transform (trigger the transformation of) this recovered mechanical torque cmr into electrical current ce.

[0062] Then, step 10-50 of the process also includes a substep 40 in which the (for example the DC control device triggers the supply of the) DC compressor is supplied with this electric current.

[0063] It will be understood that it is the electric current ce, produced by the electric drive machine MME through regenerative braking, that powers the DC compressor, without passing through the main battery BP, and not the latter (BP) being discharged to power the DC compressor. Therefore, within vehicle V, there is a sub-section of the power supply circuit that ensures the coupling between the electric drive machine MME and the DC compressor (possibly via switching means). Furthermore, it will be understood that within vehicle V, only the DC compressor is capable of drawing an electric current equal to the electric current ce produced by the electric drive machine MME to provide true electric motor braking (provided, of course, that this electric current ce is less than or equal to the maximum electric current that the DC compressor can withstand).

[0064] This is particularly advantageous because it allows the electric motor braking (expected by the driver) to continue even when the main battery BP is no longer able to be recharged. Therefore, there is no longer a risk that the driver will be disturbed or worried by a complete absence of electric motor braking when requested (by pressing the accelerator pedal PA), which improves the safety of the vehicle V and of objects and living beings in its immediate vicinity (V). Admittedly, the intensity of the electric motor braking may be less than that which could be obtained in the vehicle V if the estimated state of charge ece of the main battery BP allowed it to be temporarily recharged without limitation. However, the driver will not notice this and can use the brake pedal PF if they consider the aforementioned intensity insufficient, without this changing their driving habits.

[0065] In addition, this also makes it very advantageous to cool (or increase the cooling power of the electric drive machine MME, the CV converter and the main battery BP, and thus improve their respective performance and their respective service lives.

[0066] For example, in substep 10 of step 10-50, the first threshold si can be between 95% and 100% of the maximum useful state of charge of the rechargeable battery BP. As an illustrative example, this first threshold si can be equal to 97% of this maximum useful state of charge. But other values ​​of the first threshold si may can be used. For example, this first threshold can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0067] Also, for example, and as illustrated non-limitingly in [Fig.3], step 10-50 of the process may also include a substep 20 in which, when the DC compressor is suitable for operating with a variable torque between minimum and maximum torques, one (for example, the DC control device) can choose the braking torque setpoint ccf as a function of the electric current which is necessary for the operation of the DC compressor with a chosen torque greater than or equal to a second threshold s2 which is chosen strictly greater than this minimum torque.

[0068] It should be noted that it is more precisely the CC compressor pump that provides the torque which must be greater than or equal to the second chosen threshold s2.

[0069] The braking torque setpoint (ccf) can therefore be selected based on information that represents the maximum torque the DC compressor is capable of delivering at the given time. This information, representing the maximum torque, can be determined by a current sensor associated with the DC compressor or by the DC control device (or the CS supervisory computer). It should be noted that this information can be a maximum current or a maximum power that can be consumed. It is then very easy for someone skilled in the art to deduce the braking torque setpoint (ccf) from this information.

[0070] Also, for example, in substep 20 of step 10-50, the second threshold s2 can be between 80% and 100% of the maximum operating torque of the DC compressor. As an illustrative example, this second threshold s2 can be equal to 90% of the maximum torque. However, other values ​​for the second threshold s2 can be used. For example, this second threshold s2 can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0071] Also, for example, in step 10-50 the predefined state of the accelerator pedal PA can correspond to a percentage of depressment pepa of the latter (PA) which is less than a third threshold s3 chosen.

[0072] In this case, as illustrated non-limitingly in [Fig. 3], step 10-50 of the method may also include a substep 10 in which one (for example, the DC control device) can be informed that the estimated state of charge ece is greater than the first threshold si and of the percentage of depressment pepa. One (for example, the DC control device) can then deduce that the accelerator pedal PA has been (or is) placed in its predefined state (and therefore that the electric motor braking mode is required or already in use) when the percentage of depressment pepa is less than the third threshold s3.

[0073] For example, in substep 10 of step 10-50, the third threshold s3 can be between 0% and 5%. By way of illustration, this third threshold s3 can be equal to 3%. But other values ​​for the third threshold s3 can be used. For example, this third threshold s3 can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0074] Also, for example, and as illustrated non-limitingly in [Fig. 3], step 10-50 of the method may also include a substep 50 in which the use of the selected electric motor braking mode can be interrupted (for example, the DC control device can trigger the interruption of) as soon as the accelerator pedal PA is no longer in its predefined state and / or the brake pedal PF has been activated and / or the current speed of the vehicle V has fallen below a chosen fourth threshold s4. Depending on the embodiment implemented, the interruption may result from the satisfaction at the given time of one of the three conditions mentioned in the preceding sentence, or from the simultaneous satisfaction at the given time of at least two of these three conditions.

[0075] For example, when taking into consideration the actuation of the brake pedal PF, it can be considered that this actuation imposes the interruption when the percentage of depressment pepf of the brake pedal PF exceeds a fifth threshold s5 chosen, for example equal to 10%.

[0076] Also, for example, when considering the current speed of vehicle V, the fourth threshold s4 can be between 6 km / h and 9 km / h. As an illustrative example, this fourth threshold s4 can be approximately 8 km / h. However, other values ​​for the fourth threshold s4 can be used. For example, this fourth threshold s4 can be chosen during the development or testing phase of a vehicle similar to vehicle V.

[0077] It will also be noted, as illustrated non-limitingly in [Fig.2], that the CS supervisory computer (or the DC control device computer) may also include a mass memory MM1, in particular to store the estimated state of charge, the possible electric motor braking mode selected from several, the possible representative information of the maximum torque that the CC compressor can provide, the possible percentage of depressment pepa of the accelerator pedal PA, the possible percentage of depressment pepf of the brake pedal PF, as well as any intermediate data involved in all its calculations and processing.Furthermore, this CS supervisory computer (or the DC control device computer) may also include an IE input interface for receiving at least the estimated state of load, the possible electric motor braking mode selected from several, the possible representative information of the maximum torque that the DC compressor can provide, the possible percentage of accelerator pedal depressment pepa PA, the possible percentage of brake pedal depressment pepf PF, for use in calculations or processing, possibly after having . 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 DC control device computer) may also include an IS output interface, in particular to deliver each message containing a selected ccf braking torque command intended to trigger the recovery of the corresponding cmr mechanical torque and its conversion into electrical current ce, and each possible message to stop the use of the selected electric motor braking mode.

[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 mechanical torque which the electric drive machine MME must recover when an electric motor braking mode has been selected and required in the vehicle V (and therefore when the accelerator pedal PA is in its predefined state).

Claims

Demands

1. A control method for a vehicle (V) comprising i) an air conditioning system including a compressor (CC), and ii) at least one electric drive machine (EDM) associated with a rechargeable battery (BP) having an estimated state of charge, and adapted to recover a mechanical torque as a function of a braking torque setpoint to brake said vehicle (V) in a so-called electric motor braking mode when an accelerator pedal (PA) of the latter (V) is in a predefined state, characterized in that it comprises a step (10-50) in which, when said electric motor braking mode is required or already in use and said estimated state of charge is greater than a first threshold, said electric drive machine (EDM) is used to recover a mechanical torque as a function of a chosen braking torque setpoint and transform this recovered mechanical torque into electrical current,and the said compressor (DC) is powered with this electrical current.

2. Method according to claim 1, characterized in that in said step (10-50), when said compressor (CC) is suitable to operate with a variable torque between minimum and maximum torques, said braking torque setpoint is chosen as a function of said electrical current required to operate said compressor (CC) with a chosen torque greater than or equal to a second chosen threshold strictly greater than said minimum torque.

3. Method according to claim 2, characterized in that in said step (10-50) said second threshold chosen is between 80% and 100% of said maximum torque.

4. A method according to any one of claims 1 to 3, characterized in that in said step (10-50) said predefined state of the accelerator pedal (PA) corresponds to a percentage of depressment of the latter (PA) less than a third chosen threshold.

5. Method according to claim 4, characterized in that in said step (10-50) said third threshold chosen is between 0% and 5%.

6. A method according to any one of claims 1 to 5, characterized in that in said step (10-50) said first threshold chosen is between 95% and 100% of a maximum state of charge said useful of said rechargeable battery (BP).

7. A method according to any one of claims 1 to 6, characterized in that in said step (10-50) the use of said electric motor braking mode is interrupted as soon as said accelerator pedal (PA) is no longer in said predefined state and / or a brake pedal of said vehicle (V) is actuated and / or a current speed of said vehicle (V) falls below a fourth chosen threshold.

8. Product computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to any one of claims 1 to 7, in a vehicle (V) comprising i) an air conditioning system including a compressor (CC), and ii) at least one electric drive machine (EDM) associated with a rechargeable battery (BP) having an estimated state of charge, and suitable for recovering mechanical torque as a function of a braking torque setpoint to brake said vehicle (V) in a so-called electric motor braking mode when an accelerator pedal (PA) of the latter (V) is in a predefined state, to control the mechanical torque to be recovered when an electric motor braking mode has been required.

9. Control device (CD) for a vehicle (V) comprising i) an air conditioning system including a compressor (CC), and ii) at least one electric drive unit (EDU) associated with a rechargeable battery (BM) having an estimated state of charge, and capable of recovering mechanical torque as a function of a braking torque setpoint to brake said vehicle (V) in a so-called electric motor braking mode when an accelerator pedal (AP) of the latter (V) is in a predefined state, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, when said electric motor braking mode is required or already in use and said estimated state of charge is greater than a first threshold,to trigger the use of said electric drive machine (EDM) to recover a mechanical torque based on a chosen braking torque setpoint and transform this recovered mechanical torque into electrical current, and to trigger the supply of said compressor (CC) with this electrical current.

10. Vehicle (V) comprising i) an air conditioning system including a compressor (DC), and ii) at least one electric motive machine (MME) associated with a rechargeable battery (BP) having an estimated state of charge, and suitable for recovering a mechanical torque as a function of a braking torque setpoint to brake said vehicle (V) in a so-called electric motor braking mode when an accelerator pedal (PA) of the latter (V) is in a predefined state, characterized in that it further comprises a control device (DC) according to claim 9.

Images