Turbine engine including a correction module for correcting a torsional mode of a transmission

Abstract

The invention relates to an aircraft turbine engine (T) comprising an electric machine (1) connected to a transmission mechanism (2) and a control device (3) configured to determine the current flowing through the electric machine (1) such that it provides a machine torque as a function of a control torque, where the control device (3) comprises a correction module (4) configured to correct the torque of the electric machine (1). The correction module (4) is configured to correct a torsional mode (Mt) of the transmission mechanism (2), wherein the correction module (4) is configured to: determine a temporal measurement of a torque parameter of a rotor (12) of the electric machine (1) within a monitoring range; calculating a corrective torque from the temporal measurements within the monitoring range; and calculating the control torque as a function of a reference torque (TRQcons) and the correction torque.

Description

Technical Field

[0001] This invention relates to the field of airborne motors for aircraft turbine engines, with the aim of achieving hybrid propulsion. The invention is particularly advantageous for motors connected to the propulsion shaft of an aircraft turbine engine via a transmission mechanism, configured to operate in electric motor mode to drive the propulsion shaft to rotate or in generator mode to generate electrical energy.

[0002] Climate change is a major concern for many legislative and regulatory bodies worldwide. In fact, countries have already implemented, are implementing, or are about to implement various restrictions on carbon emissions. Specifically, a stringent standard applies to both new and existing aircraft, requiring technological solutions to comply with current regulations. For many years, the civil aviation sector has been committed to addressing climate change.

[0003] Technological research has led to significant improvements in the environmental performance of aircraft. The applicant has considered factors affecting all design and development phases to obtain aerospace components and products that are less energy-intensive, more environmentally friendly, and have a moderate environmental impact in integration and use in the civil aviation sector, aiming to improve the energy efficiency of aircraft.

[0004] Therefore, the applicant continuously strives to reduce its adverse climate impact by using benign development and manufacturing methods and processes that minimize greenhouse gas emissions as much as possible, in order to reduce the environmental footprint of its business.

[0005] This ongoing research and development effort involves next-generation aircraft engines, aircraft lightweighting (specifically, through the materials used and lighter onboard equipment), advancements in propulsion electrical technologies, and aviation biofuels as a necessary complement to technological progress.

[0006] It is known in the prior art to mount an electric motor on the propulsion shaft (e.g., fan shaft) of an aircraft turbine engine to obtain a hybrid turbine engine. Specifically, the motor is configured to operate in generator mode to extract mechanical power from the propulsion shaft to generate electricity. The motor is also configured to operate in electric motor mode to provide mechanical power to the propulsion shaft by, for example, drawing power from a battery.

[0007] See [ Figure 1To facilitate the integration of motor 1, it is proposed to connect the motor to the propulsion shaft Ahp of the turbine engine via a transmission mechanism 2 comprising an integrated gearbox 21 (IGB), a radial drive shaft 22 (RDS), and an accessory gearbox 23 (AGB). In a known manner, motor 1 includes a stator 11 and a rotor 12, the rotor being configured to magnetically interact with the stator 11. The aircraft turbine engine 1 includes a control unit 203 configured to receive a reference torque TRQcons and determine the current circulating in the stator 11, such that the rotor 12 provides motor torque according to the reference torque TRQcons.

[0008] In practice, during operation of the transmission mechanism 2 in motor mode or generator mode, a torsional mode Mt may occur in the transmission mechanism 2. Specifically, the torsional mode Mt corresponds to the oscillation of torque and speed at the torsional frequency. For example, the torsional mode Mt can be manifested as the torsion of the radial drive shaft 22 (i.e., the angular offset between the two longitudinal portions of the radial drive shaft 22).

[0009] This type of torsional mode Mt affects the performance of transmission mechanism 2 and may cause excitation or resonance, which can lead to premature wear of the components of transmission mechanism 2 and also cause wear of motor 1.

[0010] A straightforward solution would be to increase the rigidity of transmission mechanism 2 to reduce the torsional mode Mt. However, this solution is not feasible because it would increase the mass of transmission mechanism 2 and its overall size, which would offset some of the advantages of hybrid power.

[0011] A device for controlling the torsional mode in a power generation system is disclosed in patent application EP3849074A1, which allows estimation of the torsional frequency and the use of a bandpass filter. A clearance-dependent damping system is also known from Yang Ming et al., “Shaft torque limiting control using shaft torque compensator for two-inertia elastic system with backlash,” IEEE / ASME Transactions on Mechanical Engineering, IEEE Service Center, Piscataway, NJ, Vol. 21, No. 6, January 12, 2016, pp. 2902-2911.

[0012] Therefore, the present invention aims to eliminate at least some of these disadvantages. Summary of the Invention

[0013] The present invention relates to an aircraft turbine engine comprising at least one propulsion shaft and an electric motor connected to the propulsion shaft via a transmission mechanism configured to transmit mechanical torque between the propulsion shaft and the electric motor, the electric motor being configured to receive a reference torque, the transmission mechanism being subjected to a torsional mode having an estimated torsional frequency, the electric motor comprising a stator and a rotor, the rotor being configured to magnetically interact with the stator, the electric motor being configured to operate on the one hand in a generator mode to obtain mechanical power from the rotor to generate electricity, and on the other hand in an electric motor mode to consume electricity to generate mechanical power and drive the rotor, the aircraft turbine engine including a control device configured to determine the current flowing in the stator such that the rotor provides motor torque according to a commanded torque.

[0014] The unique feature of this aircraft turbine engine is that the control unit includes a correction module configured to correct the torsional pattern of the transmission mechanism. This correction module is configured to:

[0015] • Determine the time-based measurement (referred to as the "time measurement") of the rotor's torque parameters within a frequency range that includes the estimated torsional frequency (referred to as the "monitoring range"); and

[0016] • Calculate the correction torque based on the time measurement within the monitoring range.

[0017] The control device is configured to calculate the control torque based on the reference torque and the correction torque.

[0018] Therefore, this invention dynamically corrects the torsional mode of the transmission mechanism during both transient and steady-state operation, thereby extending the service life of the motor and the transmission mechanism by reducing torque variations in the motor. This type of correction is also advantageous when the motor is operating in either motor or generator mode. Switching between these two modes also becomes easier. In steady-state conditions, the correction is smaller, which reduces the load on the motor and prevents it from being used unnecessarily.

[0019] Furthermore, since the damping is implemented via software, there is no need to add mechanical parts that would cause problems and require replacement if they malfunction. Advantageously, no new sensors need to be added to the motor, thus facilitating integration.

[0020] According to one aspect, the transmission mechanism includes at least one radial drive shaft and an accessory gearbox. Such transmission mechanisms are particularly efficient, but are affected by torsional modes.

[0021] According to one aspect, the transmission mechanism includes at least one built-in transmission housing. According to another aspect, the transmission mechanism includes at least one gearbox.

[0022] According to one aspect, the turbine engine is a hybrid turbine engine and includes a combustion chamber for generating exhaust flow to drive the propulsion shaft to rotate.

[0023] According to one aspect, the correction module includes a gain operator having a gain for multiplying the time measurement. This can adjust the correction speed of the torsional mode.

[0024] According to one aspect, the correction module includes a high-pass filter for cutting off frequencies below the monitoring range. Preferably, the high-pass filter has a cutoff frequency corresponding to a lower limit Fte1 of the monitoring range, which is between Fte / 3 and Fte / 2, where Fte is the estimated torsional frequency. This eliminates all high-frequency noise to improve correction.

[0025] According to one aspect, the correction module includes a low-pass filter used to cut off frequencies above the monitoring range.

[0026] According to one aspect, the correction module includes a saturator for limiting the correction torque and thus achieving optimal adjustment.

[0027] Preferably, the length of this monitoring range is between 10 Hz and 50 Hz. This short length allows for precise control of the actual torsional frequency while allowing for permissible variations related to the wear and specific characteristics of each transmission mechanism.

[0028] According to one aspect, the control device includes a sensor configured to measure the speed of the rotor of the motor, the speed of the rotor corresponding to the time measurement.

[0029] According to one aspect, the control device is configured to determine the control current of the motor based on the control torque.

[0030] According to one aspect, the time measurement is determined based on the control current of the motor.

[0031] A method for correcting the torsional mode of the transmission mechanism in an aircraft turbine engine, as previously proposed, wherein the motor receives a reference torque, is also proposed, the method comprising the following steps:

[0032] • Determine the time measurement (referred to as the “time measurement”) of the rotor’s torque parameters within a frequency range that includes the estimated torsional frequency (referred to as the “monitoring range”).

[0033] • Calculate the correction torque based on the time measurement within the monitoring range; and

[0034] • Calculate the control torque based on the reference torque and the correction torque. Attached Figure Description

[0035] The invention can be better understood by reading the following description given by way of example and by referring to the following drawings given by way of non-limiting example, wherein the same reference numerals denote similar objects.

[0036] [ Figure 1 [Image] is a schematic diagram of an aircraft turbine engine provided by existing technology.

[0037] [ Figure 2 [Illustration of an aircraft turbine engine provided in an embodiment of the present invention]

[0038] [ Figure 3 [This is a schematic diagram showing the measured torque at the gearbox over time (curve 3a) and frequency (curve 3b) when the calibration is inactive (A).]

[0039] [ Figure 4 [ ] is a schematic diagram of the control device for the motor, including the correction module.

[0040] [ Figure 5 [ ] is a schematic diagram of the calibration module.

[0041] [ Figure 6 [This is a schematic diagram of the torque measurements of the gearbox at time (curve 6a) and frequency (curve 6b) when the calibration is active (B).]

[0042] [ Figure 7 [This is a schematic diagram of the torque change of the motor when the correction for the first reference torque is inactive (A) and active (B).]

[0043] [ Figure 8 [This is a schematic diagram showing the change in motor torque when the correction for the second reference torque is inactive (A) and active (B).]

[0044] It should be noted that the accompanying drawings illustrate the invention in detail in order to implement the invention, and of course, the drawings can be used to better define the invention if necessary. Detailed Implementation

[0045] See [ Figure 2The image shows an aircraft turbine engine T, which includes a low-pressure compressor 101, a high-pressure compressor 102, a high-pressure turbine 103, and a low-pressure turbine 104. A low-pressure shaft Abp connects the low-pressure compressor 101 to the low-pressure turbine 104. A high-pressure shaft Ahp connects the high-pressure compressor 102 to the high-pressure turbine 103. A fan 100 is fixedly mounted on the low-pressure shaft Abp. The aircraft turbine engine T includes a combustion chamber (not shown) for consuming a mixture of fuel accelerated by the compressors 101 and 102 with a pressurized airflow. The exhaust flow drives the turbines 103 and 104 to rotate. Both the high-pressure shaft Ahp and the low-pressure shaft Abp are propulsion shafts, as they are the main shafts involved in propulsion. The architecture of such an aircraft turbine engine T is well known to those skilled in the art and will not be described further.

[0046] In this example, the aircraft turbine engine T is a hybrid turbine engine and includes a motor 1 connected to the high-pressure shaft Ahp via a transmission mechanism 2 configured to transmit mechanical torque between the high-pressure shaft Ahp and the motor 1. However, it is self-evident that the invention also applies to the motor 1 connected to the low-pressure shaft Abp via the transmission mechanism 2.

[0047] See [In this example, see [ Figure 2 Preferably, the transmission mechanism 2, from the high-voltage shaft Ahp to the motor 1, comprises the following components in sequence:

[0048] • Built-in gearbox 21 (IGB)

[0049] • Radial drive shaft 22 (RDS).

[0050] • Accessory Gearbox 23 (AGB) and

[0051] • Gearbox 24 (GBX).

[0052] The built-in gearbox 21 includes gears and is housed as close as possible to the high-pressure shaft Ahp to enable power transmission / reception. Preferably, the radial drive shaft 22 extends into the radial arm of the turbine engine T to pass through the air duct accelerated by the fan 100. The radial drive shaft 22 has a degree of flexibility and is particularly sensitive to torsional modes Mt. The accessory gearbox 23 includes multiple gears for accommodating various accessories, such as starters, lubrication devices, etc.

[0053] In this example, optionally, the transmission mechanism 2 includes a gearbox 24 configured to adapt to the speed output from the accessory gearbox 23, so that the motor 1 can efficiently generate electrical energy. Preferably, the gearbox 24 includes means for measuring the torque of the transmission mechanism 2, in particular a torque meter.

[0054] It goes without saying that the transmission mechanism 2 can have different structures.

[0055] As previously indicated, transmission mechanism 2 is subjected to a torsional mode Mt with an actual torsional frequency Ftr, which is not necessarily precisely known. In fact, due to different setups and varying degrees of wear, the actual torsional frequency Ftr will differ between each aircraft turbine engine T and between each transmission mechanism 2. Therefore, the actual torsional frequency Ftr varies with time and conditions.

[0056] The transmission mechanism 2 can be modeled by a damping system that connects the highly rigid motor 1 on one side and the high-voltage shaft Ahp on the other. This damping system includes torsional stiffness in two degrees of freedom within the reference frame of the motor 1. This torsional stiffness is advantageously confined in a plane orthogonal to the axis of the motor 1.

[0057] As will be shown later, in the current case, given the low inertia ratio of motor 1 on the high-voltage shaft Ahp (e.g., on the order of 1 / 40), correction is optimal.

[0058] For example, the torsion pattern Mt can be manifested as the torsion of the radial drive shaft 22 (i.e., the angular offset between the two longitudinal portions of the radial drive shaft 22).

[0059] For example, see [ Figure 3 The figure shows a measurement of the mechanical torque received by the accessory gearbox 24 without time (curve 3a) and frequency (curve 3b) corrections. In this example, the actual torsional frequency Ftr is on the order of 25 Hz.

[0060] As will be shown later, the estimated torsional frequency Fte is determined by calculation, in particular by simulation or feedback, based on the mathematical model of transmission mechanism 2.

[0061] Advantageously, a frequency range including the estimated torsional frequency Fte (referred to as the "monitoring range Ps") is determined based on the estimated torsional frequency Fte. The monitoring range Ps includes a lower limit Fte1 and an upper limit Fte2. The monitoring range Ps is preferably centered on the estimated torsional frequency Fte, but can of course be offset from said estimated torsional frequency Fte.

[0062] Preferably, the length of the monitoring range Ps (i.e., the distance between its lower limit Fte1 and upper limit Fte2) is between 10 Hz and 50 Hz. Such a monitoring range Ps is wide enough to include possible variations in the estimated torsional frequency Fte, and narrow enough to avoid including unwanted frequencies. Preferably, the lower limit Fte1 is between Fte / 3 and Fte / 2. Preferably, the upper limit Fte2 is between 2*Fte and 3*Fte.

[0063] In this example, the estimated torsional frequency Fte is estimated to be 23 Hz, and the monitoring range Ps is equal to [10 Hz; 50 Hz], and therefore has a length of 40 Hz.

[0064] See [ Figure 2 The motor 1 includes a stator 11 fixedly mounted in the turbine engine T and a rotor 12 connected to the transmission mechanism 2 (specifically, a gearbox 24). If there is no gearbox 24, the rotor 12 is directly connected to an accessory gearbox 23. The rotor 12 is rotatably mounted relative to the stator 11 along the motor axis X. The rotor 12 is configured to magnetically interact with the stator 11. For example, the motor 1 is a permanent magnet synchronous motor (PMSM) or a wound-rotor motor. For example, the motor used is a permanent magnet synchronous motor without mechanical dampers mounted on the surface of the rotor.

[0065] Motor 1 is configured to operate in generator mode on the one hand to extract mechanical power from rotor 12 (in this example, from high-voltage shaft Ahp) to generate electricity, and on the other hand to consume electricity to generate mechanical power and drive rotor 12 and high-voltage shaft Ahp.

[0066] See [ Figure 2 The aircraft turbine engine T also includes a control unit 3 configured to receive a reference torque TRQcons. Preferably, the reference torque TRQcons is determined by the turbine engine T or a computer in the aircraft, for example, to achieve a selected degree of hybrid power.

[0067] exist[ Figure 4 An example of control device 3 is shown in the figure. Control device 3 is configured to determine the current flowing in stator 11 such that rotor 12 provides motor torque TRQ conforming to control torque TRQ*. Control device 3 includes, in a known manner, a unit 31 for determining reverse current reference Iq* based on control torque TRQ*. Control device 3 also includes a unit 32 for determining direct-axis reference current Id*. After the reference currents Iq* and Id* are integrated by the operator PI (proportional-integral) based on current measurements of currents Iq and Id circulating in stator 11 of motor 1, the reference currents Iq* and Id* are converted into reference voltages Vq* and Vd* by conversion unit 33.

[0068] In this example, the current Iabc is measured at the stator 11 of motor 1, and the current Iabc is vectorarily converted into a forward current Id and a reverse current Iq using the known angular position θ of rotor 12 relative to stator 11. [See...] Figure 4 As shown in the figure, dq vector control is used to control motor 1.

[0069] The conversion unit 33 determines the reference voltages Vq* and Vd* based on the known speed w of the rotor 12 relative to the stator 11, in order to perform demagnetization control. Preferably, the speed w of the rotor 12 is obtained by integrating the angular position θ.

[0070] According to one aspect, the angular position θ of the rotor 12 relative to the stator 11 is obtained by a monitoring unit 36, which may be connected to an angle sensor 37 or an observation unit (not shown), which can determine the angular position θ based on the measured value of the control current Iabc.

[0071] The reference voltages Vq* and Vd* provided by the conversion unit 33 are converted into control voltage Vabc* by the dq / abc converter and then processed by the control unit 34 to provide control parameter settings (e.g., PWM signals) to the inverter 35 that supplies power to the motor 1 (especially its stator 11).

[0072] The overall structure of the control device 3 is well known to those skilled in the art, and therefore will not be described in detail.

[0073] According to the present invention, the control device 3 includes a correction module 4 configured to correct the torsional mode Mt of the transmission mechanism 2. This has the advantage of reducing torque variation in the motor 1 and thus extending its service life.

[0074] The calibration module 4 is configured to:

[0075] • Determine the time measurement value Mw (hereinafter referred to as "time measurement value") of the change in the torque parameter of the rotor 12 of motor 1; and

[0076] • The correction torque TRQcorr is calculated based on the time measurement value Mw within the monitoring range Ps.

[0077] Control unit 3 is configured to calculate the control torque TRQ* based on the reference torque TRQcons and the correction torque TRQcorr. See [[...]] in this example. Figure 4 The control device 3 includes a subtractor 38 configured to determine the control torque TRQ* by subtracting the correction torque TRQcorr from the reference torque TRQcons. Therefore, the control torque TRQ* no longer necessarily corresponds to the reference torque TRQcons as in the prior art.

[0078] Therefore, the correction module 4 can measure the changes induced by the torsional mode Mt to determine the correction torque TRQcorr, which modifies the reference torque TRQcons. In other words, the correction module 4 achieves both active and dynamic compensation to control the motor 1 in consideration of the torsional mode Mt, thereby extending its service life. The correction torque TRQcorr is injected in the opposite phase to the torque and speed disturbances associated with the torsional mode Mt, which has a damping effect.

[0079] See [ Figure 5 The diagram below shows a schematic of the correction module 4. In this example, the correction module 4 includes a low-pass filter 41, a high-pass filter 42, a gain operator 43 with gain Kp, and a saturator 44.

[0080] The low-pass filter 41 is configured to perform frequency cutoff at the upper limit Ftc2 of the monitoring range Ps. This allows for an advantageous way to remove high-frequency noise unrelated to the torsional mode Mt. Such a low-pass filter 41 is optional when the time measurement value Mw has already been obtained by the monitoring unit 36, which has already implemented low-pass filtering.

[0081] The high-pass filter 42 is configured to provide a frequency cutoff at the lower limit Fte1 of the monitoring range Ps. The advantage of this is that it removes the average component of the time measurements, retaining only the waveform component of the time measurements.

[0082] Gain operator 43 can determine the required correction level.

[0083] Preferably, it is determined based on the torsional stiffness of the damping system representing the transmission mechanism 2. The gain Kp can calibrate the collection to make it effective while avoiding the risk of instability.

[0084] The saturator 44 advantageously limits the value of the correction torque TRQcorr so as to allow reactive power correction without making the correction unstable. Importantly, the correction torque TRQcorr remains low compared to the reference torque TRQcons, for example, less than 10% in the transient state of the turbine engine T and less than 1% in the steady state.

[0085] An example of an implementation of a method for correcting the torsional mode of transmission mechanism 2 will now be presented.

[0086] The method includes the following steps:

[0087] • Determine the time measurement value Mw (referred to as "time measurement value Mw") of the torque parameter of rotor 12 within the frequency range including the estimated torsional frequency Fte (referred to as "monitoring range Ps").

[0088] • The correction torque TRQcorr is calculated based on the time measurement value Mw within the monitoring range Ps; and

[0089] • Calculate the control torque TRQ* based on the reference torque TRQcons and the correction torque TRQcorr.

[0090] See [ Figure 6 The figure shows measurements of the mechanical torque received by gearbox 24 during time correction (curve 6a) and frequency correction (curve 6b). [...and...] Figure 3 In comparison, the change in mechanical torque is significantly reduced. The actual torsional frequency Ftr has been compensated for and is no longer visible in the spectrum of curve 6b.

[0091] [ Figure 7 The diagram illustrates the measured signal SI, representing the change in mechanical torque over time for a reference torque TRQcons (generator mode) on the order of -10 N·m, under both the absence of correction (Phase A) and the presence of correction (Phase B). Notably, these changes significantly decay under the presence of correction (Phase B). The correction is also a reactive correction, and the oscillation disappears within three cycles. [In...] Figure 8 The effectiveness of the correction can also be seen in the figure, which shows the measured signal S2 of the mechanical torque over time for another reference torque TRQcons (generator mode) on the order of -20 N·m, with and without correction (stage A) and with correction (stage B). Therefore, the correction is robust over a wide range of reference TRQcons.

[0092] This invention enables the effective correction of the torsional pattern of the transmission mechanism of a hybrid turbine engine through dynamic correction controlled by an electric motor, thereby extending its service life.

Claims

1. An aircraft turbine engine (T) comprising at least one propulsion shaft (Ahp) and a motor (1) connected to the propulsion shaft (Ahp) via a transmission mechanism (2), the transmission mechanism being configured to transmit mechanical torque between the propulsion shaft (Ahp) and the motor (1), the motor (1) being configured to receive a reference torque (TRQcons), the transmission mechanism (2) being subjected to a torsional mode (Mt) having an estimated torsional frequency (Fte), the transmission mechanism (2) comprising at least one radial drive shaft (22) and an accessory gearbox (23), the motor... (1) The aircraft turbine engine (T) includes a stator (11) and a rotor (12), the rotor being configured to magnetically interact with the stator (11), the motor (1) being configured to operate in generator mode on the one hand to obtain mechanical power from the rotor (12) to generate electricity, and on the other hand to operate in electric motor mode to consume electricity to generate mechanical power and drive the rotor (12), the aircraft turbine engine (T) including a control device (3) being configured to determine the current flowing in the stator (11) such that the rotor (12) provides motor torque (TRQ) according to a control torque (TRQ*). The aircraft turbine engine (T) is characterized in that the control device (3) includes a correction module (4) configured to correct the torsional mode (Mt) of the transmission mechanism (2), the correction module (4) being configured to: • Determine the time measurement (Mw) of the torque parameter of the rotor (12) within a frequency range (referred to as the "time measurement (Mw)") that includes the estimated torsional frequency (Fte), the length of the monitoring range (Ps) being between 10 Hz and 50 Hz; and • Calculate the correction torque (TRQcorr) based on the time measurement (Mw) within the monitoring range (Ps). • The control device (3) is configured to calculate the control torque (TRQ*) based on the reference torque (TRQcons) and the correction torque (TRQcorr).

2. The aircraft turbine engine (T) according to claim 1, wherein the correction module (4) includes a gain operator (43) having a gain (Kp) for multiplying with the time measurement (Mw).

3. The aircraft turbine engine (T) according to any one of claims 1 to 2, wherein the correction module (4) includes a high-pass filter (42) for blocking frequencies below the monitoring range (Ps).

4. The aircraft turbine engine (T) according to claim 3, wherein the high-pass filter (42) has a cutoff frequency corresponding to the lower limit Fte1 of the monitoring range (Ps), the lower limit (Fte1) being between Fte / 3 and Fte / 2, where Fte is the estimated torsional frequency.

5. The aircraft turbine engine (T) according to any one of claims 1 to 4, wherein the correction module (4) includes a low-pass filter (41) for blocking frequencies above the monitoring range (Ps).

6. The aircraft turbine engine (T) according to any one of claims 1 to 5, wherein the correction module (4) includes a saturator (44) for limiting the correction torque (TRQcorr).

7. The aircraft turbine engine (T) according to any one of claims 1 to 6, wherein the control device (3) is configured to determine the control current (Iabc) of the motor (1) based on the control torque (TRQ*).

8. A method for correcting the torsional mode of the transmission mechanism (2) of an aircraft turbine engine (T) according to any one of claims 1 to 7, the motor (1) receiving a reference torque (TRQcons), the method comprising the steps of: • Determine the time measurement (Mw) of the torque parameter of the rotor (12) within the frequency range (referred to as the "monitoring range (Ps)") that includes the estimated torsional frequency (Fte); • Calculate the correction torque (TRQcorr) based on the time measurement (Mw) within the monitoring range (Ps); and • Calculate the control torque (TRQ*) based on the reference torque (TRQcons) and the correction torque (TRQcorr).

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