CONTROL OF DECELERATION OF A LAND VEHICLE WITH SPEED CONTROL FUNCTION, IN THE PRESENCE OF ADDITIONAL LOAD(S)

Abstract

A control method is implemented in a land vehicle and includes a powertrain that supplies the drive wheels with torque as a function of a torque setpoint, and a speed control function that controls a deceleration phase of the vehicle by generating torque setpoints to bring the current vehicle speed towards a setpoint. This method includes a step (10-30) in which a minimum deceleration value is determined as a function of a load variable representing a sum of estimated and temporarily applied additional forces on the vehicle. This minimum deceleration value and / or a deceleration law bounded by this value is provided to the speed control function so that it generates torque setpoints that bring the current speed towards the setpoint, respecting this chosen deceleration law bounded by this minimum deceleration value. Figure 3

Description

Title of the invention: CONTROL OF DECELERATION OF A LAND VEHICLE WITH A CONTROL FUNCTION SPEED, IN THE PRESENCE OF ADDITIONAL LOAD(S) Technical field of the invention

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

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

[0003] - a powertrain (or powertrain) suitable for supplying drive wheels with torque that is a function of a torque setting, and

[0004] - a specific speed control function, when activated, to generate the torque setpoint as a function of a speed setpoint.

[0005] Current speed control functions do not intervene in the braking strategies of a vehicle, and therefore the only means available to these functions to decelerate the vehicle when necessary is to generate negative torque commands to recover regenerative braking torque to converge the current speed of the vehicle towards a chosen speed command.

[0006] Generally, the maximum regenerative braking torque that a speed control function can recover is equal to a minimum torque corresponding to a zero (0%) accelerator pedal depressment, which is strictly greater than another minimum torque that the powertrain can supply to the drive wheels, for reasons of driving comfort and safety. Consequently, the level of deceleration that can be achieved is relatively low, and therefore the time required to maintain the set speed is relatively long. This is particularly detrimental when the vehicle is on a downhill slope, during a change in the set speed, or in a so-called "coasting" mode when the driver suddenly releases the accelerator pedal and the speed control function takes over control of the vehicle.

[0007] In certain vehicles, the regenerative braking torque, defined by a (negative) torque setpoint, is recovered by an electric drive unit of the powertrain, connected to a rechargeable battery, and converted into electrical energy by this electric drive unit to recharge this rechargeable battery. It will be understood that a Such recharging can only be done if the current state of charge of the rechargeable battery allows it.

[0008] As those skilled in the art know, during regenerative braking of certain batteries, particularly so-called "cellular" batteries, when the charging power is too high for too long, the cathode receives a significant flow of ions (for example, lithium). If this cathode is unable to accept such a flow, these ions are deposited on the surface in metallic form. This deposit, known as "plating," is irreversible and can cause internal short circuits, sometimes leading to thermal runaway (and therefore, in some cases, a fire).To limit this plating, the battery control unit, which manages the rechargeable battery, imposes a sudden reduction in charging power, and therefore the vehicle's deceleration through regenerative braking torque is abruptly reduced (or even prohibited), which is likely to surprise (possibly severely) the driver of the vehicle, and therefore can prove dangerous for the vehicle, its passengers, and the vehicle's surroundings.

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

[0010] In particular, it proposes for this purpose a control method intended to be implemented in a land vehicle and comprising:

[0011] - a powertrain designed to supply drive wheels with a functional torque of a couple's instruction, and

[0012] - a specific speed control function, when activated, to control a vehicle deceleration phase by generating torque commands to converge the vehicle's current speed towards a chosen speed command.

[0013] This control method is characterized by the fact that it includes a step in which, when the speed control function controls the deceleration phase, a minimum deceleration value is determined as a function of a load variable representing a sum of estimated additional forces temporarily suffered by the vehicle, and this determined minimum deceleration value and / or a chosen deceleration law bounded by said minimum deceleration value is provided to the speed control function so that it generates torque commands suitable for making the current speed converge towards the chosen speed command while respecting this chosen deceleration law bounded by this minimum deceleration value.

[0014] Thanks to the invention, it is now possible in each deceleration phase to guarantee the robustness of the regulation ensured by the speed control function, while avoiding a reduction in the lifespan and / or storage capacity of the battery. rechargeable and improving the safety of the vehicle, its passengers, and the vehicle environment.

[0015] The control method according to the invention may include other features which may be taken separately or in combination, and in particular:

[0016] - in its step, the load variable can be determined as a function of forces additionals chosen from an additional acceleration experienced by the vehicle when moving on a traffic lane with a known downward slope, and an additional weight carried in the vehicle and temporarily added to a running weight of the vehicle;

[0017] - in its stage, when the powertrain includes a driving machine electric, coupled to a rechargeable battery having a current state of charge and capable of recovering braking torque in a deceleration phase, we can choose the deceleration law according to this current state of charge and / or we can determine the minimum deceleration value according to this current state of charge;

[0018] - in its step, a linear deceleration law can be used and / or provided increasing or decreasing and bounded by the minimum deceleration value, or a deceleration law increasing or decreasing by chosen gap jumps, and bounded by the minimum deceleration value.

[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 land vehicle and comprising, on the one hand, a powertrain suitable for supplying drive wheels with torque as a function of a torque setpoint, and, on the other hand, a speed control function suitable, when activated, for controlling a deceleration phase of the vehicle by generating torque setpoints suitable for making a current speed of the vehicle converge towards a chosen speed setpoint, to control a deceleration law used to determine the torque setpoint during a deceleration phase of the vehicle.

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

[0021] - a powertrain designed to supply drive wheels with a functional torque of a couple's instruction, and

[0022] - a dedicated speed control function, when activated, to control a vehicle deceleration phase by generating torque commands to converge the vehicle's current speed towards a chosen speed command.

[0023] This control device is characterized in that it comprises at least one processor and at least one memory arranged to perform the operations consisting of, when the speed control function controls the deceleration phase, to determine a minimum deceleration value as a function of a load variable representing a sum of estimated additional forces temporarily suffered by the vehicle, and to provide this minimum deceleration value and / or a chosen deceleration law bounded by said minimum deceleration value to the speed control function so that it generates torque commands suitable for making the current speed converge towards the chosen speed command while respecting this chosen deceleration law bounded by this minimum deceleration value.

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

[0025] - a powertrain designed to supply drive wheels with a functional torque from a couple's instruction,

[0026] - a speed control function of its own, when activated, to control a vehicle deceleration phase by generating torque commands specifically designed to bring the vehicle's current speed towards a chosen speed target, and

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

[0028] For example, this vehicle may include a rechargeable battery suitable for storing electrical energy, and the powertrain may include at least one electric drive machine suitable for recovering regenerative braking torque, defined by the torque setpoint, to brake the vehicle, and for converting this recovered regenerative braking torque into electrical energy to recharge the rechargeable battery. Brief description of the figures

[0029] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0030] [Fig. 1] schematically and functionally illustrates an example of the realization of a land vehicle comprising a control device according to the invention, a speed control computer, and a hybrid powertrain and supervisory computer,

[0031] [Fig.2] schematically and functionally illustrates an example of the realization of a supervisory calculator including an example of an embodiment of a control device according to the invention,

[0032] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0033] The invention aims in particular to provide a control method, and an associated DC3 control device, intended to allow control of a law of deceleration used to determine the torque setpoint ccg which is intended for the powertrain (or GMP) of a land vehicle V comprising at least one speed control function FCV, during a deceleration phase of the latter (V).

[0034] In what follows, the land vehicle V is considered, by way of non-limiting example, to be of the automobile type. For example, it is a car, as illustrated in [Fig. 1]. However, the invention is not limited to this type of land vehicle. It relates to any type of land vehicle comprising a speed control function and a powertrain (or powertrain) capable of recovering regenerative braking torque to induce deceleration.

[0035] A (land) vehicle V comprising a hybrid GMP transmission chain (and therefore in particular a thermal drive machine MMT and an electric drive machine MME), a CS supervisory computer, a rechargeable battery BR, an accelerator pedal PA, a speed control computer CA comprising a speed control function FCV, and a DC3 control device according to the invention, is schematically represented in [Fig.1].

[0036] It should be noted that the powertrain could also be all-electric. Furthermore, the transmission chain could also allow for a four-wheel drive (or 4x4) mode.

[0037] As illustrated, the transmission chain also includes, here, a drive shaft AM, a first coupling device DC1, a second coupling device DC2, a gearbox BV, and a transmission shaft AT.

[0038] The operation of the transmission chain (and therefore of the powertrain) is supervised by a CS supervisory computer.

[0039] The MMT internal combustion engine comprises a crankshaft (not shown) which is fixedly attached to the engine shaft AM in order to drive the latter (AM) in rotation. This MMT is suitable for coupling to the gearbox BV via the first coupling device DC1, as well as here via the second coupling device DC2 (optional). Furthermore, it (MMT) is suitable for providing engine torque to move the vehicle V, as instructed by the CS supervisory control unit.

[0040] This first coupling device DC1 is coupled to the primary shaft AP of the gearbox BV and is responsible for delivering motor torque for at least one set Tl of drive wheels of the vehicle V (coupled to this gearbox BV) when it receives torque from the thermal drive machine MMT and / or the electric drive machine MME.

[0041] For example, the Tl train can be located in the front PVV section of the vehicle V. It is preferably, and as illustrated, coupled to the AT driveshaft via a differential (here, the front one) DV. But in a variant, this Tl train could be the one referenced T2, which is located in the rear PRV section of the vehicle V.

[0042] Also, for example, the first coupling device DC1 may include a cascade of gears connecting the electric drive machine MME to the input of the gearbox BV (downstream of a second coupling device DC2).

[0043] In the illustrated example, which is not exhaustive, the crankshaft of the MMT internal combustion engine is also coupled to a belt CC, which is itself coupled to a starter-alternator AD that is electrically powered (here) by the rechargeable battery BR (and which can also recharge the latter (BR)). Thus, the starter-alternator AD can supply torque to the belt CC, which can then supply this torque to the crankshaft.

[0044] It should be noted that this rechargeable BR battery can, for example, be of the 48 V type. But this is not mandatory. Indeed, it could alternatively be of the 12 V, 24 V, 400 V, or 800 V type, for example.

[0045] The electric drive unit MME is (here) installed between the internal combustion engine unit MMT and the gearbox BV, being coupled to the first coupling device DC1, and is designed to provide torque on command from the supervisory computer CS when it is supplied with electrical energy by the rechargeable battery BR. It (MME) is also designed to recover regenerative braking torque, defined by a (negative) regenerative braking torque setpoint, to brake (or decelerate) the vehicle V, and to convert this recovered regenerative braking torque into electrical energy to recharge the rechargeable battery BR.

[0046] When the thermal drive machine MMT is coupled to the first coupling device DC1 and provides (positive) torque and / or the electric drive machine MME provides (positive) torque, the first coupling device DC1 delivers torque for the primary shaft AP of the gearbox BV.

[0047] This gearbox BV delivers a torque to the drive wheels that is a function of a torque setpoint ccg. Preferably, this delivered torque is greater than or equal to a first minimum torque clmin.

[0048] By way of non-limiting example, the gearbox (BV) may be of the so-called "dual-clutch (or DCT)" type. But the gearbox (BV) could be of another type.

[0049] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the transmission chain includes a second coupling device DC2 installed between the thermal power unit MMT and the first coupling device DC1, in order to allow coupling (on command) of the electric power unit MME to the first coupling device DC1. Thus, when the second coupling device DC2 has been placed in its fully decoupled (or completely open) state, only the electric power unit MME can supply torque to the gearbox BV.

[0050] For example, this second DC2 coupling device can be a clutch.

[0051] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the first coupling device DC1, the optional second coupling device DC2, the electric drive machine MME and the gearbox BV are part of a gearbox assembly EBV. However, this is not mandatory.

[0052] The accelerator pedal PA is actuable (here) by a foot of the driver of the vehicle V. It has a percentage of depressment from which the torque setpoint ccg is defined, which is then representative of the driver's will and is preferably greater than or equal to a second minimum torque c2min which is then strictly greater than the possible first minimum torque clmin.

[0053] It should be noted that the accelerator pedal PA may optionally have a dual function to allow the implementation of a so-called "one-pedal" function. This function, when selected by the driver of vehicle V, allows the accelerator pedal PA to be used not only to accelerate vehicle V, but also to decelerate (or brake) vehicle V. When this one-pedal function is selected, part of the travel of the accelerator pedal PA is reserved for accelerating vehicle V, while the other part of the travel of this accelerator pedal PA is reserved for decelerating vehicle V. The distribution of the two parts of the travel of the accelerator pedal PA is configurable during the development of vehicle V.For example, the first 20 percent of the accelerator pedal PA's depressment (or stroke) can be used to control the braking of vehicle V and the remaining 80 percent of the accelerator pedal PA's depressment (or stroke) can be used to control the acceleration of vehicle V.

[0054] The speed control unit CA provides at least one speed control function FCV within the vehicle V. In the following, by way of non-limiting example, the speed control function FCV is considered a speed limiting function which, when activated, generates a torque setpoint ccg enabling the vehicle V not to exceed a speed setpoint cv chosen (for example, by the driver of the vehicle V). This generated torque setpoint ccg is then transmitted to the supervisory control unit CS. During a deceleration phase, the purpose of the speed control function FCV is therefore to bring the current speed vv of the vehicle V towards the speed setpoint cv.

[0055] But the invention is not limited to this type of speed control function. It relates in fact to any type of speed control function capable of generating a torque setpoint based on a speed setpoint. Thus, the speed control function could also be a speed regulation function or a speed limiting function, for example.

[0056] It should be noted that the speed control computer CA and the supervisory computer CS can, for example, communicate via a communication network internal RC of vehicle V, possibly multiplexed, as illustrated non-limitingly in [Fig.1].

[0057] As mentioned above, the invention proposes in particular a control method intended to allow the control of a deceleration law used to determine the torque setpoint ccg (intended for the GMP group) during a deceleration phase of the vehicle V.

[0058] This (control) method can be implemented at least partially by the DC3 control device (illustrated at least partially in Figures 1 and 2), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This DC3 control device can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it could be a microcontroller.

[0059] 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.

[0060] In the example illustrated, but not limited to, in Figures 1 and 2, the DC3 control device is part of the CS supervisory computer. However, this is not mandatory. Indeed, the DC3 control device could comprise its own dedicated computer, or it could be part of another computer installed in the vehicle V and performing at least one other function, such as the CA speed control computer.

[0061] As illustrated non-limitingly in [Fig.3], the (control) method, according to the invention, includes a step 10-30 which is implemented each time the vehicle V is in a deceleration phase controlled by the FCV speed control function (previously activated).

[0062] Step 10-30 of the method includes a substep 20 in which, when the speed control function FCV controls the deceleration phase, a minimum deceleration value vdmin is determined (for example, by the control device DC3), which is a function of a load variable vc representing a sum of estimated additional forces temporarily experienced by the vehicle V.

[0063] Here, "additional forces" are understood to mean forces that are temporarily added to the forces that the vehicle V is permanently subjected to when it is in normal operating condition, and therefore without any significant weight surcharge compared to a reference weight, when moving on a substantially horizontal traffic lane.

[0064] Step 10-30 of the process also includes a substep 30 in which, one (for example the control device DC3) provides the minimum deceleration value vdmin (determined in substep 20) and / or a chosen deceleration law bounded by the minimum deceleration value vdmin to the speed control function FCV so that it generates torque setpoints ccg which are suitable for making the current speed vv converge towards the chosen speed setpoint cv while respecting this chosen deceleration law bounded by this minimum deceleration value vdmin.

[0065] It will be understood that since deceleration is an acceleration of negative amplitude, the minimum deceleration value vdmin is the greatest deceleration that vehicle V is allowed to have, and therefore the one with the highest absolute value. Conversely, the maximum deceleration value vdmax would be the least deceleration that vehicle V would be allowed to have, and therefore the one with the smallest absolute value (possibly zero).

[0066] It will also be understood that when the deceleration law is not provided to the speed control function FCV (and therefore that the latter (FCV) knows it), the speed control function FCV is only provided with the minimum deceleration value vdmin which must bound this deceleration law.

[0067] By thus limiting the deceleration that the vehicle V is allowed to have by recovery of regenerative braking torque according to the additional forces suffered by this vehicle V, the convergence of the current speed vv towards the speed setpoint cv is certainly, a priori, slower in the presence of "severe" conditions than in the absence of additional forces, but this makes it possible to avoid the deposition of ions on the surface in metallic form on the electrodes of the cells (or plating), and therefore to guarantee the robustness of the regulation ensured by the speed control function FCV while avoiding reducing the life and / or storage capacity of the rechargeable battery BR.It is indeed preferable to have a less pronounced but sustained deceleration until the current speed vv equals the set speed cv, rather than a high deceleration that abruptly ceases before the current speed vv reaches the set speed cv to avoid plating. This results in improved safety for the vehicle V, its passengers (V), and the vehicle's surroundings.

[0068] For example, and as illustrated non-limitingly in [Fig. 3], step 10-30 of the process may also include a substep 10 in which one (for example, the control device DC3) can determine the load variable vc as a function of additional forces which are chosen from:

[0069] - an additional acceleration experienced by the vehicle V when it is moving on a traffic lane having a known downhill slope; it is indeed recalled that a downhill slope induces an increase in the acceleration of the vehicle V and therefore reduces the effect of regenerative braking torque recovery, and

[0070] - an additional weight carried in the vehicle V and temporarily added to a vehicle V's running weight; it will be understood that the more vehicle V is loaded, the more its weight can influence its acceleration and therefore reduce the effect of regenerative braking torque recovery, particularly on a downhill slope.

[0071] Preferably, in substep 10, both the current slope and the additional weight are taken into account to determine the current value of the load variable vc. However, it would be possible to take into account only the current slope or only the additional weight to determine the current value of the load variable vc.

[0072] It should be noted that the current gradient can be determined by at least one sensor on board the vehicle V or from a road map database accessible by the vehicle V (for example, by establishing wireless communication with a remote server). It should also be noted that the current additional weight can be determined by at least one sensor on board the vehicle V, or indicated by the driver.

[0073] Also, for example, in substep 20 of step 10-30, when the deceleration law must be provided to the speed control function FCV and in the presence of a powertrain comprising an electric drive unit MME coupled to a rechargeable battery BR having a current state of charge and capable of recovering braking torque during a deceleration phase, the deceleration law can be selected (for example, by the control device DC3) based on the current state of charge. Alternatively and / or in addition, in substep 10 of step 10-30, the load variable vc can be determined (for example, by the control device DC3) based, furthermore, on the current state of charge.

[0074] It will be understood that the greater the current state of charge, the less the rechargeable battery BR can be recharged, and therefore the more advantageous it may be to choose a rapidly evolving deceleration law. Similarly, the greater the current state of charge, the less the rechargeable battery BR can be recharged, and therefore the more advantageous it may be to determine a low minimum deceleration value vdmin.

[0075] Also, for example, in substep 20 or 30 of step 10-30, one (for example, the control device DC3) can use and / or provide a linear increasing or decreasing deceleration law bounded by the minimum deceleration value. But in an alternative embodiment, one (for example, the control device DC3) can use and / or provide an increasing or decreasing deceleration law. decreasing by chosen (not necessarily identical) gaps, and bounded by the minimum deceleration value vdmin. Other implementation variants can be considered as long as they give the deceleration law a purely increasing or purely decreasing character.

[0076] It should be noted that in a deceleration phase controlled by the speed control function FCV, one (for example the control device DC3) can also allow the latter (FCV) to generate a negative torque setpoint ccg between the first cl min and second c2min minimum torques in order to reduce the time which is necessary to comply with the speed setpoint cv.

[0077] It will be understood that by allowing the speed control function FCV to generate a negative torque setpoint ccg which is strictly less than the second minimum torque c2min, it is possible to recover (much) more regenerative braking torque than when limited by the second minimum torque c2min, and therefore to decelerate (or brake) the vehicle V (much) more strongly. It is thus possible, when the state of charge of the rechargeable battery BR allows, to meet the speed setpoint cv more quickly, but also, at the same time, to convert a greater quantity of regenerative braking torque into electrical energy to recharge the rechargeable battery BR, for example to offer a greater mileage range to the vehicle V.This is particularly advantageous, although not limited to, when the vehicle V is on a steep downhill slope or during a change in speed setting cv or during a coasting mode (when the driver suddenly stops pressing the accelerator pedal PA and the speed control function FCV takes over control of the vehicle V).

[0078] It should also be noted that the FCV speed control function can (for example, the DC3 control device can) be authorized to use a third minimum torque c3min determined according to at least one behavioral parameter of the vehicle V, and therefore dynamically. For example, this behavioral parameter could be a slip of the drive wheels on the road in which the vehicle V is traveling, and in this case, this slip must be less than a chosen value. This prevents the recovery of an excessively high regenerative braking torque (while still maintaining the minimum deceleration value vdmin) from causing a slip of the drive wheels that could be dangerous to the vehicle V's road holding.

[0079] It should also be noted, as illustrated but not limited to [Fig. 2], that the CS supervisory computer (or the DC3 control device computer) may also include a mass memory MM1, in particular to store information representing the current slope, information representing the additional weight, the current load status (if any), and the last setpoint (if any). of the CCG torque representing the driver's intent and any behavioral parameter, as well as any intermediate data involved in all its calculations and processing. Furthermore, this CS supervisory computer (or the DC3 control device computer) may also include an IE input interface for receiving at least the information representing the current gradient, the information representing the additional weight, the current load status (if any), the last CCG torque setting (if any) representing the driver's intent, and any behavioral parameter, possibly after having been shaped and / or demodulated and / or amplified, in a manner known per se, by means of a PR2 digital signal processor.Furthermore, this CS supervisory computer (or the DC3 control device computer) may also include an IS output interface, in particular to deliver each message containing a minimum deceleration value vdmin and / or a deceleration law bounded by a minimum deceleration value vdmin, and each possible message containing an authorization to generate a negative torque setpoint between the first clmin and second c2min minimum torques or an authorization to generate a negative torque setpoint greater than the third minimum torque c3min.

[0080] 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 deceleration law used to determine the torque setpoint ccg during a deceleration phase of the vehicle V.

Claims

Demands

1. A control method for a land vehicle (V) comprising i) a powertrain adapted to supply drive wheels with torque as a function of a torque setpoint, and ii) a speed control function adapted, when activated, to control a deceleration phase of said vehicle (V) by generating torque setpoints adapted to converge an ongoing speed of said vehicle (V) towards a chosen speed setpoint, characterized in that it comprises a step (10-30) in which, when said speed control function controls said deceleration phase, a minimum deceleration value is determined as a function of a load variable representing a sum of estimated additional forces temporarily experienced by said vehicle (V),and this minimum deceleration value and / or a chosen deceleration law bounded by said minimum deceleration value is provided to said speed control function so that it generates torque commands to bring said current speed towards said chosen speed command while respecting said chosen deceleration law bounded by said minimum deceleration value.

2. Method according to claim 1, characterized in that in said step (10-30) said load variable is determined as a function of additional forces chosen from among an additional acceleration suffered by said vehicle (V) when it moves on a traffic lane having a known downward slope, and an additional weight carried in said vehicle (V) and temporarily added to a running weight of said vehicle (V).

3. Method according to claim 1 or 2, characterized in that in said step (10-30), when said powertrain comprises an electric motor machine (EMM), coupled to a rechargeable battery (RB) having a current state of charge and suitable for recovering braking torque in a deceleration phase, said deceleration law is chosen as a function of said current state of charge and / or said minimum deceleration value is determined as a function of said current state of charge.

4. A method according to any one of claims 1 to 3, characterized in that in said step (10-30) a law of linear deceleration increasing or decreasing and bounded by said minimum deceleration value.

5. A method according to any one of claims 1 to 3, characterized in that in said step (10-30) a deceleration law increasing or decreasing by chosen gap jumps is used and / or provided, and bounded by said minimum deceleration value.

6. 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 5, in a land vehicle (V) and comprising i) a powertrain suitable for supplying drive wheels with torque as a function of a torque setpoint, and ii) a speed control function suitable, when activated, for controlling a deceleration phase of said vehicle (V) by generating torque setpoints suitable for making a speed during said vehicle (V) converge towards a chosen speed setpoint, to control a deceleration law used to determine said torque setpoint during a deceleration phase of said vehicle (V).

7. Control device (DC3) for a land vehicle (V) and comprising i) a powertrain suitable for supplying drive wheels with torque as a function of a torque setpoint, and ii) a speed control function suitable, when activated, for controlling a deceleration phase of said vehicle (V) by generating torque setpoints suitable for bringing a current speed of said vehicle (V) towards a chosen speed setpoint, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, when said speed control function controls said deceleration phase, of determining a minimum deceleration value as a function of a load variable representing a sum of estimated additional forces temporarily experienced by said vehicle (V),and to provide this minimum deceleration value and / or a chosen deceleration law bounded by said minimum deceleration value to said speed control function so that it generates torque commands capable of bringing said current speed towards said chosen speed command while respecting a chosen deceleration law bounded by said minimum deceleration value.

8. Land vehicle (V) comprising i) a powertrain suitable for supplying drive wheels with torque as a function of a torque setpoint, and ii) a speed control function suitable, when activated, for controlling a deceleration phase of said vehicle (V) by generating torque setpoints suitable for making a speed in progress of said vehicle (V) converge towards a chosen speed setpoint, characterized in that it further comprises a control device (DC3) according to claim 7.

9. Vehicle according to claim 8, characterized in that it comprises a rechargeable battery (BR) suitable for storing electrical energy, and in that said powertrain comprises at least one electric drive machine (EDM) suitable for recovering regenerative braking torque, defined by said torque setpoint for braking said vehicle (V), and for converting said recovered regenerative braking torque into electrical energy to recharge said rechargeable battery (BR).

10. Vehicle according to claim 8 or 9, characterized in that it is of the automobile type.

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