Methods for managing regenerative braking in automated vehicles

Abstract

A method is disclosed for managing regenerative braking of a motor vehicle (1) equipped with an electric motor (2) capable of providing a resistive torque, the resistive torque of the motor being governed by a regenerative braking law (L1, L2, L3, LB) that can be selected between at least a first law (L1, L2, L3) and a second law (LB), the resistive torque associated with the second law (LB) being strictly greater than the resistive torque associated with the first law (L1, L2, L3), the management method comprising: a first step (E1) of manual or automatic selection of the first law (L1, L2, L3); a second step (E2) of manual or automatic selection of the second law (LB); and a third step (E3) of automatic deselection of the second law (LB) and automatic selection of the first law (L1, L2, L3) when conditions related to the speed of the vehicle (1) and / or the position of the accelerator pedal (6) of the vehicle are met.

Description

Technical Field

[0001] The present invention relates to a motor vehicle comprising an electric motor capable of supplying a resistive torque, particularly to a method for managing the regenerative braking of an electric vehicle. The invention also relates to a motor vehicle comprising hardware and / or software means capable of implementing such a management method.

Background Art

[0002] A motor vehicle called an "electric vehicle" comprises a powertrain comprising at least one electric motor capable of driving the drive wheels of the vehicle. Such an electric motor can be used as an engine by converting electrical energy into mechanical energy, or can be used as a generator by converting mechanical energy into electrical energy. The motor can thus act on the drive wheels of the vehicle with either a positive torque, or in other words, an engine torque, or a negative torque, or in other words, a resistive torque. The generation of the resistive torque can be used to reduce the speed of the vehicle when necessary and can also be used to generate electrical energy that can be used to recharge the vehicle's storage device, particularly the battery. Such a resistive torque or engine brake is therefore generally automatically applied as soon as the vehicle driver releases the accelerator pedal.

[0003] A large resistive torque can optimize the amount of mechanical energy converted into electrical energy, which can be desirable to improve the vehicle's autonomy. Additionally, in contrast to internal combustion engines, electric motors can generate resistive torque with the same amplitude as their highest motor torque. Therefore, it is potentially possible to convert a large amount of mechanical energy into electrical energy. However, when the resistive torque, or in other words, the regenerative braking torque, is large, controlling the vehicle's behavior becomes more difficult. In particular, the vehicle may decelerate more strongly than the driver desires, thereby forcing the driver to accelerate again. The vehicle's behavior becomes unstable in this case. The vehicle becomes less user-friendly and there is a risk of collisions in front of or behind the vehicle.

[0004] Vehicles are known that have means for selecting a given driving mode from a set of available modes. The user can then choose between operating modes, for example, called "Eco," "Comfort," "Normal," or "Sporty," thereby obtaining engine braking, which is a characteristic of the selected mode. However, this solution has drawbacks. It forces the driver to constantly verify the selected mode and adapt their driving accordingly. For example, a driver might select a mode to obtain a large resistance torque because they were attempting to descend a long incline, and then be surprised by the vehicle's strong resistance torque when the accelerator pedal is released again while driving on a level road. In particular, the document US20120143420 describes the use of a pad positioned close to the steering wheel to facilitate control of the regenerative braking mode. However, even with improved ergonomics, the driver still must constantly either adapt the mode to their driving style or adapt their driving style to the selected mode. [Overview of the project]

[0005] The object of the present invention is to provide a method for managing regenerative braking that overcomes the above-mentioned drawbacks and improves upon the management methods known from the prior art.

[0006] More specifically, the first subject of the present invention is a management method that enables better driving comfort while still optimizing the amount of mechanical energy converted into electrical energy by the vehicle's motor.

[0007] The second subject of this invention is a simple and intuitive management method.

[0008] To that end, the present invention relates to a method for managing the regenerative braking of an automatic vehicle equipped with an electric motor capable of supplying resistive torque, wherein the resistive torque of the motor is governed by a regenerative braking law which can be selected from at least one first law and a second law, wherein the resistive torque associated with the second law is strictly greater than the resistive torque associated with the first law, and the management method is - The first step is to manually or automatically select the first law, - The second step is to manually or automatically select the second law, - A third step in which, if conditions related to the vehicle's speed and / or the position of the vehicle's accelerator pedal are met, the second rule is automatically deselected and the first rule is automatically selected. It is based on a method that includes [the necessary components].

[0009] The motor's resistive torque, governed by the second regenerative braking law, can be the motor's maximum resistive torque.

[0010] During the first step and / or the second step, the regenerative braking law may be manually selected by the vehicle's control interface, in particular by pads arranged around the vehicle's steering wheel.

[0011] The aforementioned conditions are, - The vehicle's speed becomes strictly below the first threshold, and then, - The vehicle speed has strictly exceeded the second threshold, and the accelerator pedal has been pressed beyond the third threshold. In some cases, it may be satisfied.

[0012] The aforementioned condition may be met if the accelerator pedal is pressed beyond the fourth threshold for a period of time longer than or equal to the fifth threshold.

[0013] The method is, - When the vehicle's gear shift lever is positioned in the neutral position or the park position, and / or - If the vehicle's steering control system is active, It may include a step to automatically select the first law.

[0014] The motor's resistive torque can only be applied according to the second law if a position is detected where the foot is lifted off the accelerator pedal.

[0015] Furthermore, the management method is, - A step of applying resistance torque according to the first regenerative braking law, - A step of detecting the operation of the vehicle's control interface, in particular a step of detecting the simultaneous operation of two separate control interfaces of the vehicle, - As long as the control interface is activated, the step is to apply a resistive torque according to the second regenerative braking law, - When the control interface fails to operate, the following steps are taken: applying resistance torque according to the first regenerative braking law (L1, L2, L3) It can be equipped with.

[0016] Furthermore, the management method is, - A step of applying resistance torque according to the first regenerative braking law, - A switching step in which the motor's resistive torque changes stepwise from the resistive torque according to the first law to the resistive torque according to the second law, - A step of applying a resistive torque according to the second regenerative braking law and may include, or - A step of applying a resistive torque according to the second regenerative braking law, - A switching step in which the motor's resistive torque changes stepwise from the resistive torque according to the second law to the resistive torque according to the first law, - A step of applying a resistive torque according to the first regenerative braking law and may include.

[0017] The present invention also relates to a motor vehicle, characterized in that the motor vehicle comprises hardware means and software means capable of implementing the management method described above.

[0018] The present invention also relates to a computer program product comprising program code instructions stored on a computer-readable medium for implementing the steps of the management method described above when the program is run on a computer.

[0019] The present invention also relates to a computer program product downloadable from a communication network and / or stored on a computer-readable and / or computer-executable data medium, the computer program product comprising instructions for prompting the computer to implement the management method described above when the program is executed by the computer.

[0020] The present invention also relates to a computer-readable data storage medium storing a computer program comprising program code instructions for implementing the management method described above.

[0021] The present invention also relates to a computer-readable storage medium comprising instructions that, when executed by a computer, cause the computer to implement the methods described above.

[0022] The present invention also relates to a signal from a data medium carrying the computer program product described above.

[0023] These subjects, features, and advantages of the present invention are described in detail in the following non-limiting description of one specific embodiment given with reference to the accompanying drawings.

Brief Description of the Drawings

[0024] [Figure 1] FIG. 1 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The vehicle 1 can be of any type. In particular, the vehicle 1 can be, for example, a specific vehicle, a multi-purpose vehicle, a truck or a bus. The vehicle 1 is equipped with a power train comprising an electric motor 2, drive wheels 3, a controller 4, a reduction gear 5, an accelerator pedal 6, a battery 7 and a gear shift lever 8. [Figure 2] FIG. 2 is a view of the driver's station in the vehicle as seen by the driver. [Figure 3] FIG. 3 is a graph illustrating various regenerative braking laws. [Figure 4] FIG. 4 is a functional diagram of a management method according to an embodiment of the present invention. [Figure 5] FIG. 5 is a diagram illustrating specific functions of the management method. [Figure 6] FIG. 6 is a functional diagram of an embodiment of the specific function.

Embodiments of the Invention

[0025] FIG. 1 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The vehicle 1 can be of any type. In particular, the vehicle 1 can be, for example, a specific vehicle, a multi-purpose vehicle, a truck or a bus. The vehicle 1 is equipped with a power train comprising an electric motor 2, drive wheels 3, a controller 4, a reduction gear 5, an accelerator pedal 6, a battery 7 and a gear shift lever 8.

[0026] The motor is connected to a battery 7, which is an energy storage device, such as a lithium-ion battery. The motor 2 can supply engine torque or resistance torque to the drive wheels 3 via a reduction gear 5 or gearbox located between the motor 2 and the drive wheels 3. Conventionally, torque is called "engine" or "positive" torque when the motor uses electrical energy coming from the battery 7 to generate mechanical energy that can be used to drive the vehicle. Torque is called "resistance" or "negative" torque when the motor uses mechanical energy (in particular, the kinetic energy of the vehicle) to generate electrical energy that can be used to recharge the battery. Resistance torque may also be called engine braking.

[0027] The accelerator pedal 6 is equipped with a position sensor to supply a signal according to the pedal position, i.e., the degree to which the pedal is pressed. This position sensor is connected to the controller 4. The accelerator pedal is also fitted with an elastic means that allows the pedal to automatically rise to its highest position when the pedal is not under load from the driver's foot. The gear shift lever 8 is also equipped with a position sensor connected to the controller 4. The gear shift lever can be operated between positions P (park position), R (reverse), N (neutral), and D (drive).

[0028] Referring to Figure 2, Vehicle 1 also includes a driver's station. The driver's station includes two control interfaces 9 and 10, arranged to the right and left of the vehicle's steering wheel 11, respectively. The two control interfaces can take the form of, for example, pads on the steering wheel, or, in variant form, buttons or knobs, thrust levers, touchscreens, or even interfaces capable of interpreting voice commands. The control interfaces can be integrated on the steering wheel or in control stalks arranged around the steering wheel 11. In variant form, the control interfaces can be arranged on the dashboard within the driver's reach of the vehicle. Advantageously, the two control interfaces can be operated while the hands remain in contact with the steering wheel 11. In particular, the driver of the vehicle can hold the steering wheel 11 in the palms of both hands and move the fingers of the driver's right hand or the fingers of the driver's left hand toward the driver, respectively, over the control interfaces 9 and 10. These control interfaces are electrically connected to the controller 4 so that control commands are sent to the controller when the driver activates one or the other of these control interfaces.

[0029] The controller 4, also called the electronic control unit, comprises a microprocessor, memory, and input / output interfaces for receiving signals from the accelerator pedal 6 and the gear shift lever 8. The controller 4 is also connected directly or indirectly to the vehicle's speed sensor. The controller 4 is also connected to the motor 2. The controller 4 can send control commands to the motor 2 that define the engine or resistance torque to be applied by the motor 2. The controller's memory contains code instructions for a management method according to one embodiment of the present invention. The management method may be executed by the processor of the controller 4.

[0030] The memory of controller 4 may contain at least two distinct regenerative braking laws. One regenerative braking law may be a characteristic that defines the resistive torque C that should be applied to the vehicle's drive wheels depending on the vehicle's speed V. The regenerative braking law is thus a law that characterizes the deceleration of the vehicle when the motor acts as a current generator. In other words, the regenerative braking law is a law for characterizing engine braking. Compared to engine braking in a vehicle fitted with an internal combustion engine, engine braking generated by an electric motor can be much greater.

[0031] Figure 3 illustrates four distinct laws L1, L2, L3, and LB. The motor torque C is given on the vertical axis. If torque C is a resistive torque, then torque C is therefore, by convention, negative. The vehicle speed V is shown on the horizontal axis. For a given regenerative braking law, the higher the vehicle speed, the greater the resistive torque. At zero speed, the resistive torque is also zero. For any vehicle speed, the motor resistive torque associated with law L1 is less than the motor resistive torque associated with law L2, the motor resistive torque associated with law L2 is less than the resistive torque associated with law L3, and the resistive torque associated with law L3 is less than the resistive torque associated with law LB.

[0032] The motor resistance torque associated with the regenerative braking law LB can be the motor's maximum resistance torque. For each speed value, the resistance torque associated with law LB can thus correspond to the maximum resistance torque that the motor is capable of supplying. The maximum torque is limited by the power of the electric motor. As a variation, especially when the electric motor is very powerful, the resistance torque associated with law LB can correspond to a given percentage of the maximum resistance torque that the motor is capable of supplying, e.g., 95% or 90%. According to another variation, the resistance torque associated with law LB can correspond to the maximum resistance torque that the drive wheels 3 can transmit to the vehicle without losing grip. This maximum torque can be determined depending on the tires used and the road grip conditions. The maximum torque can be calculated, for example, by an ESP-type steering control system integrated into the vehicle. Finally, the resistance torque associated with the regenerative braking law LB can be the magnitude necessary to effectively reduce the vehicle's speed as if the driver were normally pressing the brake pedal. Such a resistance torque makes it possible to maximize the amount of the vehicle's kinetic energy that can be converted into electrical energy that can be used to recharge the battery 7.

[0033] According to the presented embodiment, the regenerative braking law can be selected from four laws L1, L2, L3, and LB. The user can use control interfaces 9, 10 to select a given regenerative braking law. Control interface 9 can be used, for example, to increment the index of the regenerative braking law from law L1 to law L4. Control interface 10 can be used, for example, to decrement the index of the regenerative braking law from law L4 to law L1. To make the selection of a given regenerative braking law more reliable, it is possible to verify that the control interface has been operated for a minimum time period. Note that the number of available braking laws can be any number greater than or equal to 2. The description of the present invention can be easily replicated for any number of regenerative braking laws in the controller's memory. Regardless of the number, law LB is the one that produces the strongest resistive torque.

[0034] The selected regenerative braking law can be automatically activated as soon as the accelerator pedal is no longer subjected to load. As a variation, the selected regenerative braking law can be applied as soon as the accelerator pedal rises above a predetermined threshold. However, law LB can only be applied when a position is detected where the foot is lifted away from the accelerator pedal, i.e., only when the driver is not applying any pressure to the accelerator pedal.

[0035] The control method is implemented while the vehicle is moving on the road. In the first step E1 of the control method, the driver selects a first regenerative braking law from among laws L1, L2, and L3. In other words, the driver selects any available regenerative braking law except for the regenerative braking law LB associated with the highest resistance torque. This selection may be automatic. For example, the selection may be a default selection defined at the factory during the manufacture of the vehicle. The selection may also be a default selection defined by the vehicle user in the vehicle configuration menu. This selection may also be manual. In particular, the driver can activate either control interface 9, 10 to select one of the regenerative braking laws L1, L2, or L3. The selected braking law is stored in the memory of the controller 4. Each time the driver lifts their foot off the accelerator pedal, the motor applies resistance torque according to the selected regenerative braking law. According to one embodiment, the first law corresponds to a resistance torque of nearly zero.

[0036] Subsequently, in the second step E2, the user can select a second regenerative braking law LB. For example, the driver may be on a slope, hill, or the top of a road and preparing to make a long descent. The driver can therefore operate the control interfaces 9, 10 to select law LB. As a variation, law LB may be selected automatically, for example, when it is detected that the vehicle is making a long descent. This detection can be based, for example, on the vehicle's geolocation data. Detection can also be based on the recognition of intensive use of the vehicle's brakes. After selecting law LB, during this long descent, the vehicle benefits from powerful engine braking, which allows both to effectively recharge the vehicle's battery 7 and to conserve the vehicle's brakes.

[0037] In the third step E3, the regenerative braking law pre-selected during the first step E1 is automatically selected. This automatic selection occurs when conditions related to the vehicle's speed and / or the position of the vehicle's accelerator pedal are met. Thus, during the third step E3, regenerative braking law LB is automatically deselected, or in other words, automatically deactivated. "Automatically" is understood to mean that this step is performed without any specific command from the driver. In particular, the driver does not need to use the control interfaces 9, 10 to reactivate one of the pre-selected regenerative braking laws L1, L2, or L3. After this step, when the driver completely releases their foot from the accelerator pedal, the engine braking is reduced to a greater extent than when law LB was selected, and the vehicle's behavior becomes easier to control.

[0038] It should be noted that the final regenerative braking law selected can be defined as one of laws L1, L2, and L3 that remains selected for a sufficient period of time. Thus, if the user starts with law L1, temporarily passes through laws L2 and L3, and selects law LB, the final regenerative braking law selected is actually law L1, which is reactivated during the third step E3.

[0039] Referring to the functional diagram in Figure 4, the above condition may be met if one or more of the subconditions IF1, IF2, IF3, and IF4 are met.

[0040] The first subcondition IF1 is, - The vehicle speed Vveh becomes strictly below the first threshold V1, and then, - The vehicle speed Vveh is strictly above the second threshold V2, and the accelerator pedal is pressed beyond the third threshold P2. In that case, it may be considered satisfied.

[0041] Meeting this subcondition can be interpreted as the fact that the driver has finished descending and / or no longer needs significant engine braking. In addition to observing changes in speed, observing the pressure on the accelerator pedal makes it possible to ensure that changes in speed are not simply caused by changes in the slope during the descent.

[0042] The second subcondition IF2 may be considered satisfied if the accelerator pedal is pressed beyond the fourth threshold P1 for a time period longer than or equal to the fifth threshold. This fifth threshold may be defined by a time delay. Satisfaction of this subcondition may be interpreted as the driver resuming normal driving and no longer requiring significant engine braking.

[0043] It should be noted that thresholds V1, V2, P1, and P2 can be defined during the vehicle calibration phase depending on the desired behavior. Thresholds V1 and V2 are expressed in the same units as the vehicle speed. Thresholds P1 and P2 represent the accelerator pedal positioning.

[0044] The third subcondition IF3 may be considered satisfied if the vehicle's gear shift lever is positioned in the neutral position, i.e., position N, or in the park position, i.e., position P.

[0045] The fourth subcondition IF4 may be considered satisfied if the vehicle's steering control system is active.

[0046] The two conditions IF3 and IF4 are therefore independent of the accelerator pedal position and vehicle speed. Other subconditions may be proposed to identify driving conditions in which it is preferable that no maximum resistance torque is applied. Advantageously, each of these subconditions IF1, IF2, IF3, and IF4 can, independently of the other subconditions, result in the deselection of law LP and the reactivation of a pre-selected law.

[0047] Advantageously, the control method includes a switching step to gradually adapt the resistive torque when the driver changes the regenerative braking law. This switching step, whose duration can be defined by parameterization, makes it possible to avoid any abrupt changes in the resistive torque generated by the motor. This can thereby improve the comfort of the vehicle user. In particular, such a switching step makes it possible to ensure user comfort when the regenerative braking law automatically changes from law LB to law L1.

[0048] Referring to Figures 5 and 6, the control method may also include a function to temporarily increase the resistive torque generated by the motor. This function may include, for example, the following steps E5, E6, E7, and E8.

[0049] In the fifth step E5, a resistive torque is applied according to a regenerative braking law selected from laws L1, L2, and L3.

[0050] In the sixth step E6, the simultaneous operation of the vehicle's two control interfaces 9 and 10 is detected. It should be noted that the detection of simultaneous operation of the two control interfaces makes it possible to ensure that the temporary increase in resistive torque is not accidental. This prevents unintentional activation of large engine brakes.

[0051] In step E7 of the seventh step, if the vehicle's two control interfaces 9 and 10 are activated, a resistive torque is applied according to the regenerative braking law LB. For example, if the control interface is a pad on the steering wheel, the resistive torque is applied according to the regenerative braking law LB if the two pads are pulled toward the driver. The vehicle's engine braking is therefore temporarily increased.

[0052] In the eighth step E8, the resistive torque is applied according to the same regenerative braking law as in the fifth step E5, assuming that the two control interfaces 9 and 10 are not operated simultaneously. Therefore, the regenerative braking law LB is deactivated in the eighth step E8.

[0053] As a variation, the vehicle may be equipped with a single control interface dedicated to activating a function for temporarily increasing the resistive torque generated by the motor.

[0054] This function, which temporarily increases the resistive torque generated by the motor, can be particularly useful when the driver wishes to temporarily slow down the vehicle's pace and then accelerate again, such as when approaching a roundabout or intersection. If the two control interfaces 9 and 10 are activated, a greater engine brake can therefore be temporarily applied. This allows the driver to decelerate and then accelerate again without having to change the position of their feet. In other words, it is possible to activate the law LB very easily and quickly, and then to deactivate the law LB very easily and quickly. This function can thus be advantageously implemented in vehicles adapted for people with leg disabilities.

[0055] The graph illustrated in Figure 5 shows the torque C supplied by the motor in accordance with the position P of the accelerator pedal 6. The greater the degree to which the accelerator pedal 6 is pressed, the greater the torque C supplied by the motor. When there is no operation of the control interface, the torque supplied by the motor may follow a first curve C1. When operation of the control interface, in particular the simultaneous operation of the two control interfaces 9 and 10, is detected, the torque supplied by the motor may follow a second curve C2. In the graph of Figure 5, the second curve C2 is obtained by moving the first curve C1 by a parallel shift to the right. The motor therefore responds as if the position of the accelerator pedal were displaced upward from a given offset, i.e., in the direction of minimum acceleration. This offset of the accelerator pedal position is therefore applicable only during the simultaneous activation of control interfaces 9 and 10.

[0056] The functional diagram in Figure 6 illustrates a specific embodiment of a function that temporarily increases the resistive torque generated by a motor. The functional diagram includes calculations of two subfunctions F1 and F2. Subfunction F1 enables the calculation of a counter i, which is incremented at regular intervals as long as the two control interfaces 9 and 10 are active simultaneously. When the two control interfaces 9 and 10 can no longer be operated simultaneously, the counter i is reset to a value of 0.

[0057] The second sub-function F2 enables the calculation of the resistive torque specifically applied by the motor. The regenerative braking law selected by the user from laws L1, L2, and L3 is the input on one side, and the regenerative braking law LB is the input on the other side. The torque specifically applied by the motor is equal to the maximum torque between the resistive torque obtained by the user-selected regenerative braking law and the resistive torque resulting from law LB multiplied by a coefficient equal to the minimum value between value 1 and value i / M (where M is a fixed value defined by parameterization, and i is a counter calculated by sub-function F1). Additionally, the calculation of the resistive torque resulting from law LB can be filtered in particular by a low-pass filter T.

[0058] The present invention provides a management method for automatically activating and deactivating the regenerative braking law that generates maximum engine braking. The vehicle user can therefore easily utilize this braking law when the option is available. This allows the user to efficiently recharge their vehicle's battery and conserve their brakes. This braking law is automatically deactivated so that the vehicle's behavior remains easily controllable in all other circumstances. The driver is not forced to think deeply about deactivating the regenerative braking law associated with the greatest resistive torque itself. The driver can therefore concentrate on other aspects of driving.

Claims

1. A management method for managing the regenerative braking of an automatic vehicle (1) equipped with an electric motor (2) capable of supplying resistive torque, wherein the resistive torque of the motor is governed by a regenerative braking law (L1, L2, L3, LB) which can be selected from at least one first law (L1, L2, L3) and a second law (LB), and the resistive torque associated with the second law (LB) is strictly greater than the resistive torque associated with the first law (L1, L2, L3), and the management method is - A first step (E1) of manually or automatically selecting the first law (L1, L2, L3), - A second step (E2) of manually or automatically selecting the second law (LB), - A third step (E3) in which, if conditions relating to the speed of the vehicle (1) and / or the position of the vehicle's accelerator pedal (6) are met, the second rule (LB) is automatically deselected and the first rule (L1, L2, L3) is automatically selected. Equipped with, The method is characterized in that the condition is satisfied if the accelerator pedal is pressed beyond the fourth threshold (P1) for a time period longer than or equal to the fifth threshold.

2. The control method according to claim 1, characterized in that the resistance torque of the motor governed by the second law (LB) of regenerative braking is the maximum resistance torque of the motor (2).

3. The control method according to claim 1 or 2, characterized in that during the first step (E1) and / or the second step (E2), the regenerative braking law is manually selected by the vehicle's control interface (9, 10), in particular by pads arranged around the vehicle's steering wheel (11).

4. The aforementioned conditions are, - The speed (Vveh) of the vehicle becomes strictly below the first threshold (V1), and then, - The speed (Vveh) of the vehicle becomes strictly above the second threshold (V2), and the accelerator pedal is pressed beyond the third threshold (P2). The control method according to any one of claims 1 to 3, characterized in that, in the case, the first threshold (V1) is less than the second threshold (V2).

5. The aforementioned management method is, - When the gear shift lever (8) of the vehicle is positioned in the neutral position (N) or the park position (P), and / or - If the steering control system of the vehicle is active, The management method according to any one of claims 1 to 4, characterized by comprising the step of automatically selecting the first law.

6. The control method according to claim 5, characterized in that the resistance torque of the motor is applied in accordance with the second rule (LB) only when a position is detected in which the foot is lifted away from the accelerator pedal.

7. The aforementioned management method is, - The step of applying resistance torque according to the first law (L1, L2, L3) of regenerative braking, - A step of detecting the operation of the vehicle's control interfaces (9, 10), in particular a step of detecting the simultaneous operation of two separate control interfaces (9, 10) of the vehicle, - As long as the control interface is activated, the steps include applying a resistive torque in accordance with the second law (LB) of regenerative braking, - When the control interface ceases to function, the process involves applying a resistive torque according to the first law of regenerative braking (L1, L2, L3). A management method according to any one of claims 1 to 6, characterized by comprising:

8. The aforementioned management method is, - Regenerative braking: The step of applying resistance torque according to the first law (L1, L2, L3), - A switching step in which the resistance torque of the motor changes in stages from a resistance torque that follows the first law to a resistance torque that follows the second law (LB), - The step of applying resistance torque according to the second law of regenerative braking and Characterized by having, Alternatively, the aforementioned management method is - The step of applying resistance torque according to the second law (LB) of regenerative braking, - A switching step in which the resistance torque of the motor changes in stages from a resistance torque that follows the second law to a resistance torque that follows the first law (L1, L2, L3), - Regenerative braking: The step of applying resistance torque according to the first law mentioned above. A management method according to any one of claims 1 to 7, characterized by comprising:

9. An automated vehicle (1), characterized in that the automated vehicle (1) comprises hardware means (4) and software means capable of implementing the management method described in any one of claims 1 to 8.

10. A computer program comprising program code instructions stored on a computer-readable medium for implementing the steps of the management method described in any one of claims 1 to 8 when run on a computer, or a computer program downloadable from a communication network and / or stored on a computer-readable and / or computer-executable data medium, wherein the computer program comprises instructions prompting the computer to implement the method described in any one of claims 1 to 8 when the computer program is executed by the computer.

11. A computer-readable data storage medium storing a computer program comprising program code instructions for implementing the management method described in any one of claims 1 to 8, or a computer-readable storage medium comprising instructions that, when executed by a computer, prompt the computer to implement the method described in any one of claims 1 to 8.

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