FR3132057A1 - CONTROL OF THE RECOVERY CURRENT SUPPLYING A MAIN BATTERY OF A LAND VEHICLE DURING A RECOVERY BRAKING PHASE - Google Patents

Abstract

A method is implemented in a land vehicle comprising an electric motor machine associated with a main battery and able to recover regenerative braking torque. This method comprises a step (10-40) in which, in the presence of a first braking torque setpoint, a second maximum regenerative braking torque setpoint is determined as a function of a maximum current receivable by the main battery, then the electric drive machine is made to recover a regenerative braking torque at most equal to the smaller of the first and second setpoints and the main battery is supplied with a regenerative current resulting from the regenerative braking torque recovered, and, when the regenerative current exceeds at least a first threshold depending on the maximum current, at least one action depending on the overrun is carried out in the vehicle. Fig. 3

Description

CONTROL OF THE RECOVERY CURRENT POWERING A MAIN BATTERY OF A LAND VEHICLE IN A RECOVERY BRAKING PHASE Technical field of the invention

The invention relates to land vehicles having a regenerative braking function, and more specifically the control of the regenerative current which is provided by the electric motive machine of the powertrain of such land vehicles when the regenerative braking function is used.

State of the art

Certain land vehicles, possibly of the automobile type, include a powertrain (or GMP), comprising at least one electric driving machine associated with a main (or traction) battery, and have a regenerative braking function allowing the driving machine electric to recover (or take) the so-called regenerative braking torque in the transmission chain to generate a so-called recuperative electric current transformed into electrical energy stored in the main (or traction) battery. In a regenerative braking phase, the electric driving machine therefore acts as a generator and ensures (or participates in) the braking of its land vehicle.

In some of the land vehicles described above, a control method is implemented each time a first braking torque instruction is generated internally to brake the land vehicle due to depression of the brake pedal by the driver. This method comprises a step in which a second setpoint for maximum regenerative braking torque recoverable by the electric motor machine is determined as a function of a maximum current receivable by the main battery in a regenerative braking phase, then the machine is made to recover electric motor a regenerative braking torque which is at most equal to the smallest of the first and second setpoints and the main battery is supplied with a recuperative current which results from the recovered regenerative braking torque.

Note that if the regenerative braking torque is not sufficient to ensure complete braking of the vehicle (defined by the first instruction), it is the hydraulic braking system which is called upon to provide the complement.

While the main battery is supplied, the recuperative current which supplies the main battery is compared to the maximum current which can be received by the main battery, and as soon as this recuperative current becomes greater than this maximum current, the braking phase is immediately interrupted. recovery to avoid damage to the main battery.

Deviations between the regenerative current and the maximum current generally result from the fact that the hydraulic braking system has a greater reaction time than the electric prime mover throughout the recursive loop which ends when the driver stops depressing the brake pedal. brake, which causes relatively large variations in the intensity of the regenerative current and therefore frequent interruptions of the regenerative braking function. We will then understand that some of these interruptions of the regenerative braking function prove to be unjustified and contribute to unnecessarily reducing the mileage range of the land vehicle since during these interruptions there is no recharging of the main battery.

The invention therefore aims in particular to improve the situation.

Presentation of the invention

It proposes in particular for this purpose a control method, on the one hand, intended to be implemented in a land vehicle comprising a powertrain comprising an electric driving machine associated with a main battery and capable of recovering a regenerative braking torque, and, on the other hand, comprising a step in which, in the presence of a first braking torque setpoint for braking the land vehicle, a second maximum regenerative braking torque setpoint recoverable by the electric motor machine is determined as a function of 'a maximum current receivable by the main battery in a regenerative braking phase, then the electric motor machine is made to recover a regenerative braking torque at most equal to the smallest of the first and second setpoints and the main battery is supplied with a regenerative current resulting from the recovered regenerative braking torque.

This control method is characterized by the fact that in its step, when the recovery current exceeds at least a first threshold depending on the maximum current, at least one action is carried out in the land vehicle depending on the excess.

Thanks to the invention, the regenerative braking function is no longer systematically interrupted as soon as the regenerative current exceeds the maximum current, and therefore the regenerative braking function can be used more often and consequently increase the mileage range of the land vehicle. by recharging the main battery.

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

- in its step, when the excess is greater than the first threshold and less than or equal to a second threshold depending on the maximum current and greater than the first threshold, at least one first action can be carried out in the land vehicle which consists of generating an alert 'a driver of the land vehicle needs to have the latter checked, and when the excess is greater than at least the second threshold, the first action is carried out in the land vehicle and at least one other action which is chosen from a group comprising a reduction of the second setpoint and isolation of the main battery of the electric motor machine;

- in the presence of the first option, in its step, when the excess is greater than the second threshold and less than or equal to a third threshold depending on the maximum current and greater than the second threshold, the (each) first can be carried out in the land vehicle action and a second action consisting of reducing the second setpoint, and when the excess is greater than this third threshold, the first and second actions can be carried out in the land vehicle and a third action consisting of isolating the main battery from the electric driving machine;

- in the presence of the first option and the first sub-option, in its step the first threshold may be equal to a sum of the maximum current and a first chosen percentage of the maximum current, and the second threshold may be equal to a sum of the maximum current and a second chosen percentage of the maximum current, greater than the first percentage;

- in the presence of the last sub-sub-option, in its step the third threshold can be equal to a sum of the maximum current and a third chosen percentage of the maximum current, greater than the second percentage;

- in the presence of the first option, in its step, when the recovery current exceeds the first threshold, at least one other first action can be carried out in the land vehicle consisting of recording a fault code representative of the excess;

- in the presence of the first sub-option, in its step we can stop isolating the main battery from the electric motor machine when the excess becomes less than the third threshold but is greater than a fourth threshold depending on the maximum current and greater than the second threshold for a chosen duration, we can stop reducing the second setpoint when the overshoot becomes less than the second threshold but is greater than a fifth threshold depending on the maximum current and greater than the first threshold for another chosen duration, and we can stop generating the alert when the recovery current is equal to the second setpoint before reduction for yet another chosen duration.

The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method of the type of that presented above to control , in a land vehicle comprising a powertrain comprising an electric driving machine associated with a main battery and capable of recovering a regenerative braking torque, a recuperative current supplied by this electric driving machine to this main battery during a regenerative braking phase of the land vehicle.

The invention also proposes a control device intended to equip a land vehicle, on the one hand, comprising a powertrain comprising an electric driving machine associated with a main battery and capable of recovering a regenerative braking torque, and, on the other hand on the other hand, in the presence of a first braking torque setpoint for braking the land vehicle, a second maximum regenerative braking torque setpoint recoverable by the electric motor machine is determined as a function of a maximum current receivable by the main battery in a regenerative braking phase, then we recover with the electric driving machine a regenerative braking torque at most equal to the smallest of the first and second instructions to supply the main battery with a recuperative current resulting from the recovered regenerative braking torque.

This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, when the recovery current exceeds at least a first threshold depending on the maximum current, in triggering the production in the land vehicle with at least one action depending on overtaking.

The invention also proposes a land vehicle, possibly of automobile type, and comprising, on the one hand, a powertrain comprising an electric driving machine associated with a main battery and capable of recovering a regenerative braking torque, and, on the other hand on the other hand, a control device of the type presented above.

Brief description of the figures

Other characteristics and advantages of the invention will appear on examination of the detailed description below, and the appended drawings, in which:

schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising an all-electric GMP, a GMP supervision computer, a main battery associated with a battery computer, and a control device according to the invention,

schematically and functionally illustrates an exemplary embodiment of a battery calculator comprising an exemplary embodiment of a control device according to the invention, and

schematically illustrates an example of an algorithm implementing a control method according to the invention.

Detailed description of the invention

The invention aims in particular to propose a control method, and an associated DC control device, intended to allow the control of the recuperative (electric) current cr1 which is supplied by the electric motor machine MME of a powertrain (or GMP) of a land vehicle V to the main battery BP associated with this electric motive machine MME when the regenerative braking function is used during a braking phase resulting from depressing the brake pedal PF.

In what follows, we consider, by way of non-limiting example, that the land vehicle V is of the automobile type. This is for example a car, as illustrated in the . But the invention is not limited to this type of land vehicle. It concerns any type of land vehicle comprising a powertrain (or GMP) comprising at least one electric driving machine and having a regenerative braking function. Thus, it concerns, for example, utility vehicles, camper vans, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, and agricultural machinery, for example.

Furthermore, we consider in what follows, by way of non-limiting example, that the land vehicle V comprises a powertrain (or GMP) of all-electric type (and therefore whose traction is ensured exclusively by at least one driving machine electric MME). But the GMP could be hybrid (thermal and electric).

We have schematically represented on the a land vehicle V comprising an electric GMP transmission chain, an accelerator pedal PA, a brake pedal PF, a braking system SF, and a DC control device according to the invention, and having a function of regenerative braking.

The transmission chain has a GMP which is, here, purely electric and therefore which includes, in particular, an electric driving machine MME, an AM motor shaft, a main (or traction) battery BP and an AT transmission shaft. Here we mean “electric driving machine” an electric driving machine arranged so as to provide torque to move the (land) vehicle V and to recover (or take) the recuperative torque cr2 in the transmission chain to generate an (electric) current ) recuperative cr1 transformed into electrical energy stored in the main (or traction) battery BP in a regenerative braking phase.

The electric driving machine MME is coupled to the main (or traction) battery BP, in order to be supplied with electrical energy during a driving phase, and to supply this main battery BP with recuperative (electrical) current cr1 during a phase regenerative braking allowed by the regenerative braking function provided by the vehicle V. It is coupled to the motor shaft AM, to provide it with torque by rotational drive. 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 first train T1 (here of wheels), preferably via a differential D1.

This first train T1 is here located in the front part PVV of the vehicle V. But in a variant this first train T1 could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

For example, the main BP battery can be of the low voltage type (typically 450 V for illustration purposes). But it could be medium voltage or high voltage. It may include electrical energy storage cells, possibly electrochemical (for example of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type).

It will be noted that the electric driving machine MME can also be coupled to an electrical energy generator which can, for example, be a current converter responsible for supplying electrical energy, coming from the main battery BP and converted, to a utility battery very low voltage (especially for recharging) and an on-board network.

The operation of the GMP is supervised by a CS supervision computer. The operation of the electric driving machine MME is controlled by a machine computer CM coupled to the supervision computer CS. The operation of the main (or traction) battery BP is supervised by a battery computer CB coupled to the supervision computer CS, centralizing the voltage and current measurements of the main battery BP, and determining the current parameters of the battery main BP according to these measurements, and in particular its internal resistance, its minimum voltage, its state of charge (or SOC (“State Of Charge”)) and its state of health (or SOH (“State Of Health”)). Furthermore, the CB battery calculator exchanges information with the GMP CS supervision calculator (in particular).

The braking system SF is preferably coupled to the wheels of the vehicle V and responsible for braking the latter (V) when the driver depresses the brake pedal PF, either alone when the regenerative braking function is not used, or possibly complement of the MME electric prime mover when the regenerative braking function is used. We consider in the following that the SF braking system is of the hydraulic type, as an example. It therefore includes a master cylinder (or mastervac) MC controlling the hydraulic pressure between the PD brake pads and brake discs associated with the wheels.

The braking of vehicle V is supervised by a CC behavior computer which provides, for example, an ESP/ABS type function (ESP: “Electronic Stability Program”), ABS: “Anti-Blocking System”).

As mentioned above, the invention proposes in particular a control method intended to allow control of the recuperative (electric) current cr1 which is supplied by the electric motor machine MME to the main battery BP when the regenerative braking function is used for a period of time. braking phase resulting from depressing the PF brake pedal by the driver.

This (control) method can be implemented in part by the DC control device which comprises for this purpose at least one processor PR1, for example a digital signal (or DSP (“Digital Signal Processor”)) and at least one MD memory. This DC control device can therefore be produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”). For example, it can be a microcontroller.

The memory MD is live in order to store instructions for the implementation by the processor PR1 of at least part of the control process. The processor PR1 may include integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or non-wired connections. By integrated (or printed) circuit we mean any type of device capable of performing at least one electrical or electronic operation.

In the example illustrated non-limitingly in Figures 1 and 2, the DC control device is part of the CB battery calculator. But this is not obligatory. Indeed, the DC control device could include its own dedicated computer, which is then coupled to the CB battery computer.

As illustrated without limitation on the , the (control) method, according to the invention, comprises at least one step 10-40 which is implemented when the regenerative braking function is used during a braking phase resulting from depression of the brake pedal PF by the driver, and more precisely each time a first braking torque instruction c1 has been generated in the vehicle V to brake the latter (V).

It is recalled that each first braking torque instruction c1 is usually generated internally by the behavior computer CC to brake the vehicle V due to the driver pressing the brake pedal PF. This first setpoint c1 is for example determined in a sub-step 10 of step 10-40 as a function of the percentage of depression of the brake pedal PF, the current speed of the vehicle V, and the hydraulic pressure in the master cylinder (or mastervac) MC.

Then, in a sub-step 20 of step 10-40, a second setpoint c2 of maximum regenerative braking torque recoverable by the electric motor machine MME is determined as a function of a maximum current imax receivable by the main battery (or traction) BP in a regenerative braking phase.

The maximum current imax is usually determined by the CB battery calculator according to the state of charge (or SOC) of the main battery BP.

The second setpoint c2 is usually determined by the supervision computer CS as a function of the maximum current imax and the voltage ubp across the main battery BP, the efficiency µ of the electric motor machine MME and the rotation speed wmme of the machine electric motor MME (in fact, the maximum power pmax admissible by the main battery BP is equal to the product (imax * ubp), but also to the product (c2 * wmme * µ), and therefore we have c2 = (imax * ubp) / (wmme * µ)).

This second instruction c2 is then transmitted to the battery computer CB and to the behavior computer CC.

Then, in a sub-step 30 of step 10-40, the electric driving machine MME is made to recover a regenerative braking torque cfr which is at most equal to the smallest of the first c1 and second c2 instructions. It will in fact be understood that if the second setpoint c2 (maximum regenerative braking torque) is greater than the first setpoint c1 (braking torque), then the regenerative braking torque cfr must be the first setpoint c1, and if the first setpoint c1 (braking torque) is greater than the second setpoint c2 (maximum regenerative braking torque), then the regenerative braking torque cfr must be the second setpoint c2.

In this substep 30 of step 10-40, the main battery BP is supplied with a recuperative current cr1 which results from the recuperative braking torque cfr recovered by the electric motor machine MME (and through the efficiency of the latter (MME) ).

Furthermore, in this sub-step 30 of step 10-40 we (the DC control device) monitor the recovery current cr1 which supplies the main battery BP, and when the recovery current cr1 exceeds at least a first threshold s1 function of the maximum current imax, at least one action is carried out in the vehicle V which depends on the excess.

It will be understood that it is at least the processor PR1 and memory MD of the DC control device which are arranged to carry out the operations consisting of monitoring the recuperative current cr1 supplying the main battery BP, and when this recuperation current cr1 exceeds at least the first threshold s1 (function of the maximum current imax), to trigger the execution in the vehicle V of at least one action which is a function of the overrun.

Thus, we no longer systematically interrupt the regenerative braking function to avoid damaging the main battery BP as soon as the regenerative current cr1 exceeds the maximum current imax, which makes it possible not to take into account certain deviations resulting from the fact that the SF braking system has a longer reaction time than the MME electric drive machine. Consequently, the regenerative braking function can be used more often and therefore increase the mileage range of the vehicle V by recharging the main BP battery.

Preferably, to avoid needlessly carrying out at least one action when the recovery current cr1 exceeds at least the first threshold s1 for a very short time, for example due to an error in measuring the recovery current cr1 or a very sudden non-significant variation of the latter (cr1), the DC control device only decides to carry out at least one action provided that the recovery current cr1 exceeds at least the first threshold s1 for a chosen duration (possibly depending on the exceeding).

For example, when the recovery current cr1 only exceeds the first threshold s1 (but not another threshold s2 or s3 defined later) the chosen duration of exceeding can be between 1 s and 3 s. As an illustrative example, this chosen duration can be equal to 2 s. But we can use other values for this duration.

As mentioned above, at least one other threshold s2 can be used as an option in order to define two severity levels depending on the amplitude of the exceedance. This second threshold s2 is a function of the maximum current imax and greater than the first threshold s1.

In the presence of this last option, in substep 30 of step 10-40, when the excess is greater than the first threshold s1 and less than or equal to the second threshold s2, we carry out (the control device DC triggers the realization ) in the vehicle V at least one (of) a first action which consists of generating an alert to the driver of the vehicle V of a need to have the latter (V) checked. This first situation corresponds to a first level of severity (the lowest because overtaking remains low, and therefore only requires an alert from the driver). But in sub-step 30 of step 10-40, when the excess is greater than at least the second threshold s2, the first action is carried out (the DC control device triggers the execution) in the vehicle V (of) and at least one (one) other action which is chosen from the reduction of the second setpoint c2 and an isolation of the main battery BP of the electric motor machine MME. This situation corresponds to a second or third level of severity.

For example, the driver can be alerted by a simple light on or by a service message (possibly dedicated to the problem detected) which is displayed on at least one screen of the vehicle V (for example on the dashboard) or on the screen of a smartphone (or “smartphone”) of the driver, and/or broadcast by at least one speaker of the vehicle V or this smartphone.

Also, as mentioned above, yet another threshold s3 can be used as an option in order to define three severity levels depending on the magnitude of the exceedance. This third threshold s3 is a function of the maximum current imax and greater than the second threshold s2.

In the presence of this last option, in substep 30 of step 10-40, when the excess is greater than the second threshold s2 and less than or equal to the third threshold s3, we carry out (the control device DC triggers the realization ) in the vehicle V the (each) first action and a second action which consists of reducing the second setpoint c2. This second situation corresponds to a second level of severity (intermediate because the overrun is relatively significant, and therefore requires not only the driver's alert, but also a reduction in the second setpoint c2 to avoid damage to the main BP battery). But in sub-step 30 of step 10-40, when the excess is greater than the third threshold s3, the first (s) and second actions and a (a) third action which consists of isolating the main battery BP from the electric motive machine MME. This third situation corresponds to a third level of severity (the highest because the overrun is significant, and therefore requires not only the driver's alert, but also a reduction in the second setpoint c2 to avoid damaging the main battery BP, then isolation of the main BP battery for safety).

Preferably, to avoid needlessly carrying out at least one action when the recovery current cr1 is between the second s2 and third s3 thresholds for a very short time, for example due to an error in measuring the recovery current cr1 or a very sudden insignificant variation of the latter (cr1), the DC control device only decides to carry out at least one action on the condition that the recovery current cr1 is between the second s2 and third s3 thresholds for a chosen duration (possibly depending on the excess).

For example, when the recovery current cr1 is between the second s2 and third s3 thresholds, the chosen overrun duration can be between 1 s and 3 s. As an illustrative example, this chosen duration can be equal to 2 s. But we can use other values for this duration.

Note that the reduction of the second setpoint c2 in the presence of the second level of gravity can be partial (that is to say up to a non-zero value) or total (that is to say up to the zero value which corresponds to an interruption of the regenerative braking function). It should also be noted that the reduction of the second setpoint c2 can be progressive over a chosen time interval (in order to avoid having to subject the electrical components (or equipment) concerned to excessively strong voltage gradients and current gradients which could damage them), or instantaneous (initial value, then zero final value). When the reduction is progressive the time interval can, for example, have a duration of between 30 s and 90 s. As an illustrative example, this duration of the time interval can be equal to 60 s. But we can use other values for this duration.

Also preferably, to avoid needlessly carrying out at least one action when the recovery current cr1 is greater than the third threshold s3 for a very short time, for example due to an error in measuring the recovery current cr1 or a very sudden non-significant variation of the latter (cr1), the DC control device only decides to carry out at least one action provided that the recovery current cr1 is greater than the third threshold s3 for a chosen duration (possibly depending on the excess ).

For example, when the recovery current cr1 is greater than the third threshold s3, the chosen overrun duration can be between 1 s and 3 s. As an illustrative example, this chosen duration can be equal to 2 s. But we can use other values for this duration.

Note that the reduction of the second setpoint c2 in the presence of the third level of gravity can be partial (that is to say up to a non-zero value) or total (that is to say up to the zero value which corresponds to an interruption of the regenerative braking function). It should also be noted that the reduction of the second setpoint c2 can be progressive over a chosen time interval or instantaneous (initial value, then zero final value). When the reduction is progressive the time interval can, for example, have a duration of between 1 s and 10 s. As an illustrative example, this duration of the time interval can be equal to 5 s. But we can use other values for this duration.

Also for example, the isolation of the main battery BP from the electric motor machine MME can be done by means of an isolation device coupling in particular the latter (BP and MME) and comprising for example contactors (or switches), possibly based on MOSFET(s), which are placed in their open (or non-conducting) state. This option can possibly take place in two phases. In a first phase, the DC control device can trigger the transmission to the CS supervision computer of a request for authorization to open the contactors (or switches). This transmission is provided here by the CB battery calculator. Then, if after a chosen duration the DC control device has not received a response to its authorization request, it can trigger in a second phase, on its own initiative, the opening of the contactors (or switches ) to electrically isolate the main battery BP from the electric motive machine MME.

For example, this last chosen duration can be between 1 s and 3 s. As an illustrative example, this last chosen duration can be equal to 2 s. But we can use other values for this last duration.

It will also be noted that in sub-step 30 of step 10-40 the first threshold s1 can be equal to the sum of the maximum current imax and a first chosen percentage pp1 of the maximum current imax (i.e. s1 = imax + pp1 ), and the second threshold s2 can be equal to the sum of the maximum current imax and a second chosen percentage pp2 of the maximum current imax, greater than the first percentage pp1 (i.e. s2 = imax + pp2, with pp2 > pp1).

For example, the first percentage pp1 can be between 3% and 8%. As an illustrative example, this first percentage pp1 can be equal to 5% (in this case, s1 = imax + imax*0.05).

Also for example, the second percentage pp2 can be between 12% and 18%. As an illustrative example, this second percentage pp2 can be equal to 15% (in this case, s2 = imax + imax*0.15).

It will also be noted that in sub-step 30 of step 10-40 the third threshold s3 can be equal to the sum of the maximum current imax and a third chosen percentage pp3 of the maximum current imax, greater than the second percentage pp2 ( i.e. s3 = imax + pp3, with pp3 > pp2).

For example, the third pp3 percentage can be between 20% and 30%. As an illustrative example, this third percentage pp3 can be equal to 25% (in this case, s3 = imax + imax*0.25).

It will also be noted that when the recuperative current cr1 exceeds the first threshold s1, it is possible to carry out (the DC control device can trigger the production) in the vehicle V one (of) another first action which consists of recording at least one code fault representative of the overrun (and therefore of the problem detected). In other words, in the presence of the first level of severity we record at least a first fault code, in the presence of the second level of severity we record at least a second fault code, and in the presence of the third level of severity we record at least a third fault code. For example, after each occurrence of a severity level, a fault code can be stored in a memory (possibly dead) of the battery computer CB, and the supervision computer CS observing the storage of this fault code can possibly in turn store another fault code in a (possibly dead) memory that it understands.

It should also be noted that a recovery mode can be provided in which the number of actions carried out is reduced, possibly to zero, when the exceedance decreases.

In the presence of this last option, step 10-40 includes a sub-step 40 in which:

- we stop isolating the main battery BP from the electric motor machine MME when the excess becomes less than the third threshold s3 but is greater than a fourth threshold s4 which is a function of the maximum current imax and greater than the second threshold s2 for a chosen duration dr3, or

- we stop reducing the second setpoint c2 when the excess becomes lower than the second threshold s2 but is higher than a fifth threshold s5 which is a function of the maximum current imax and higher than the first threshold s1 for another chosen duration dr2, or

- we stop generating the alert when the recovery current imax is equal to the value that the second setpoint c2 had before it was reduced for yet another chosen duration dr1.

For example, in sub-step 30 of step 10-40 the fourth threshold s4 can be equal to the sum of the maximum current imax and a chosen fourth percentage pp4 of the maximum current imax, greater than the second percentage pp2 (i.e. s4 = imax + pp4, with pp3 > pp4 > pp2).

For example, the fourth percentage pp4 can be between 18% and 22% when the third threshold s3 is chosen equal to 25%. As an illustrative example, this fourth percentage pp4 can be equal to 20% (in this case, s4 = imax + imax*0.20).

For example, in sub-step 30 of step 10-40 the fifth threshold s5 can be equal to the sum of the maximum current imax and a fifth chosen percentage pp5 of the maximum current imax, greater than the first percentage pp1 (i.e. s5 = imax + pp5, with pp2 > pp5 > pp1).

For example, the fifth percentage pp5 can be between 8% and 12% when the second threshold s2 is chosen equal to 15%. As an illustrative example, this fifth percentage pp5 can be equal to 10% (in this case, s5 = imax + imax*0.10).

Also for example, the duration dr1 can be between 1 s and 3 s. As an illustrative example, this duration dr1 can be equal to 2 s. But we can use other values for this duration dr1.

Also for example, the duration dr2 can be between 1 s and 3 s. As an illustrative example, this duration dr2 can be equal to 2 s. But we can use other values for this duration dr2.

Also for example, the duration dr3 can be between 1 s and 3 s. As an illustrative example, this duration dr3 can be equal to 2 s. But we can use other values for this duration dr3.

Note also, as illustrated non-limitatively in the , that the battery calculator CB (or the calculator of the DC control device) can also include a mass memory MM, in particular to store the recuperative current cr1 and the maximum current imax, and possible intermediate data involved in all its calculations and treatments. Furthermore, this CB battery calculator (or the DC control device calculator) can also include an IE input interface for receiving the recuperative current cr1 and maximum current imax, to use them in calculations or processing, possibly after having shaped them and/or demodulated and/or amplified them, in a manner known per se, by means of a digital signal processor PR2. In addition, this CB battery calculator (or the DC control device calculator) can also include an IS output interface, in particular to deliver its messages or action trigger orders.

It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the regenerative current cr1 supplied by the electric motor machine MME to the main battery BP when the regenerative braking function is used (during a braking phase resulting from the driver pressing the PF brake pedal).

Claims (10)

Control method for a land vehicle (V) comprising a powertrain comprising an electric driving machine (MME) associated with a main battery (BP) and capable of recovering a regenerative braking torque, said method comprising a step (10-40) in which, in the presence of a first braking torque setpoint for braking said land vehicle (V), a second maximum regenerative braking torque setpoint recoverable by said electric motor machine (MME) is determined as a function of a maximum current admissible by said main battery (BP) in a regenerative braking phase, then said electric motor machine (MME) is made to recover a regenerative braking torque at most equal to the smallest of said first and second instructions and said main battery is supplied (BP) with a recuperative current resulting from said recuperative braking torque recovered, characterized in that in said step (10-40), when said recuperative current exceeds at least a first threshold function of said maximum current, in said land vehicle ( V) at least one action depending on the excess. Method according to claim 1, characterized in that in said step (10-40), when said exceeding is greater than the first threshold s1 and less than or equal to a second threshold function of said maximum current and greater than said first threshold, we carry out in said land vehicle (V) at least a first action consisting of generating an alert from a driver of said land vehicle (V) of a need to have the latter (V) checked, and when said excess is greater than at least said second threshold, said first action and at least one other action chosen from a group comprising a reduction of said second setpoint and an isolation of said main battery (BP) from said electric motor machine (MME) are carried out in said land vehicle (V). Method according to claim 2, characterized in that in said step (10-40), when said exceeding is greater than said second threshold and less than or equal to a third threshold depending on said maximum current and greater than said second threshold, in said vehicle land vehicle (V) said first action and a second action consisting of reducing said second setpoint, and when said exceeding is greater than said third threshold, said first and second actions and a third action consisting of isolating said land vehicle (V) are carried out in said land vehicle (V). main battery (BP) of said electric motor machine (MME). Method according to the combination of claims 2 and 3, characterized in that in said step (10-40) said first threshold is equal to a sum of said maximum current and a first chosen percentage of said maximum current, and said second threshold is equal to a sum of said maximum current and a second chosen percentage of said maximum current, greater than said first percentage. Method according to claim 4, characterized in that in said step (10-40) said third threshold is equal to a sum of said maximum current and a third chosen percentage of said maximum current, greater than said second percentage. Method according to one of claims 2 to 5, characterized in that in said step (10-40), when said recuperative current exceeds said first threshold, at least one other first action is carried out in said land vehicle (V) consisting of record a fault code representative of said exceedance. Method according to one of claims 3 to 6, characterized in that in said step (10-40) i) we stop isolating said main battery (BP) from said electric motor machine (MME) when said overrun becomes lower than said third threshold but is greater than a fourth threshold as a function of said maximum current and greater than said second threshold for a chosen duration, ii) said second setpoint is no longer reduced when said excess becomes less than said second threshold but is greater than a fifth threshold as a function of said current maximum and greater than said first threshold for another chosen duration, and iii) we stop generating said alert when said recovery current is equal to said second setpoint before reduction for yet another chosen duration. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 7 for controlling, in a land vehicle (V) comprising a powertrain comprising an electric motor machine (MME) associated with a main battery (BP) and capable of recovering a regenerative braking torque, a recuperative current supplied by said electric motor machine (MME) to said main battery ( BP) during a regenerative braking phase of said land vehicle (V). Control device (DC) for a land vehicle (V) comprising a powertrain comprising an electric driving machine (MME) associated with a main battery (BP) and capable of recovering a regenerative braking torque, and in which, in the presence of 'a first braking torque setpoint for braking said land vehicle (V), a second maximum regenerative braking torque setpoint recoverable by said electric motor machine (MME) is determined as a function of a maximum current receivable by said main battery ( BP) in a regenerative braking phase, then we recover with said electric motor machine (MME) a regenerative braking torque at most equal to the smallest of said first and second instructions to supply said main battery (BP) with a resulting recuperative current of said recovered regenerative braking torque, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting of, when said recuperative current exceeds at least a first threshold depending on said maximum current , to trigger the realization in said land vehicle (V) of at least one action depending on the overtaking. Land vehicle (V) comprising a powertrain comprising an electric driving machine (MME) associated with a main battery (BP) and capable of recovering a regenerative braking torque, characterized in that it further comprises a control device (DC ) according to claim 9.