Method for controlling a powertrain, powertrain and vehicle comprising such a powertrain

Abstract

The invention relates to a control method (E100A) for controlling a powertrain (100A) comprising an electric machine (110), a drive shaft (120) for transmitting the torque produced by the electric machine to at least one drive wheel (10), a computer (130A) configured to send instructions to the electric machine, and a speed sensor (140A) configured to determine a speed of rotation of the drive shaft. According to the invention, the control method comprises the following steps: - E2) receiving data (D) from the speed sensor; - E4) the computer determining a control instruction (Creg), for example a torque, on the basis of the received data; and - E6) transmitting the control instruction to the electric machine. The invention also relates to a powertrain configured to implement such a method and to a motor vehicle comprising such a powertrain.

Description

DESCRIPTION TITLE OF THE INVENTION: METHOD FOR CONTROLLING A POWERTRAIN, POWERTRAIN AND VEHICLE COMPRISING SUCH A POWERTRAIN TECHNICAL FIELD OF THE INVENTION

[0001] The present invention generally relates to the control of a powertrain of an electric motor vehicle.

[0002] It relates more particularly to a method for controlling a powertrain comprising an electric machine, a transmission shaft for transmitting the torque developed by the electric machine to at least one drive wheel, a computer configured to send instructions to the electric machine, and a speed sensor configured to determine a rotational speed of the transmission shaft.

[0003] The invention finds a particularly advantageous application in the reduction of vibrations of the transmission shaft.

[0004] It also concerns a powertrain. It also concerns a motor vehicle equipped with such a powertrain. STATE OF THE ART

[0005] In an electric powertrain of a motor vehicle, an electric machine is used to turn the drive wheels of the vehicle via a speed reducer and a transmission shaft.

[0006] The drive shaft is then interposed between the electric machine and the drive wheel. The inertia of the electric machine and the drive wheel causes mechanical vibrations to be created on the drive shaft. The drive shaft is said to be a non-zero stiffness assembly that enters an excited mode.

[0007] The vibrations are even stronger when a sudden change of instruction is applied to the electric machine (a request for strong deceleration for example).

[0008] These vibrations can, in particular, break the drive shaft.

[0009] A preventative filter solution now exists. Since vibrations are high-frequency mechanical movements, the torque demand sent to the electrical machine can be filtered by a low-pass filter to remove the frequencies generating these vibrations.

[0010] This filter, being applied preventively (and not adapted to the torque demand), proves to be ineffective, as vibrations are always present. In addition, this solution often leads to a reduction in the requested acceleration or deceleration.

[0011] Finally, the installation of such a filter requires numerous factory tests (for set the filter) and is therefore expensive. PRESENTATION OF THE INVENTION

[0012] In order to overcome the aforementioned drawbacks of the state of the art, the present invention proposes to control the powertrain using a servocontrol, and in particular a regulation loop.

[0013] More particularly, the invention proposes a control method as defined in the introduction, comprising the following steps: - E2) receiving data from the speed sensor, - E4) determination by the computer of a regulation instruction, for example a torque, using the data received, and - E6) transmission of the regulation instruction to the electrical machine.

[0014] Thus, thanks to the invention, the control of the electric machine is regulated using a closed loop, in real time. This closed loop is based on at least one measured speed value of the transmission shaft. Vibrations are therefore effectively corrected. In addition, the regulation does not impact the acceleration or deceleration requested by the driver.

[0015] Other advantageous and non-limiting characteristics of the control method according to the invention, taken individually or in all technically possible combinations, are the following:

[0016] - the regulation instruction is determined based on the difference between a torque demand that the powertrain must exert and a regulation torque,

[0017] - step E4) includes the application of a phase advance filter,

[0018] - the data received by the calculator includes values ​​of rotation speed of the electric motor returned to the transmission shaft,

[0019] - step E4) includes the application of a high-pass filter,

[0020] - step E4) includes the application of a phase delay filter, and

[0021] - the speed sensor comprises a first detector located at one end of the transmission shaft and configured to measure a first rotational speed or located on the motor shaft and configured to determine a first rotational speed and a second detector located at a second end of the transmission shaft and configured to measure a second rotational speed, and the regulation instruction is determined according to the difference between the first rotational speed and the second rotational speed.

[0022] The invention also proposes a powertrain comprising: an electric machine, a transmission shaft for transmitting the torque developed by the electric machine to at least one drive wheel, and a computer configured to send instructions, for example a torque, to the electric machine.

[0023] It is provided that the powertrain comprises a speed sensor configured to measure a rotational speed of the transmission shaft, and that the computer is configured to receive data from the speed sensor, to determine a regulation instruction using the received data, and to transmit said regulation instruction to the electric machine.

[0024] Additionally, the speed sensor can be positioned on one end of the drive shaft, on the side closest to the electric machine.

[0025] The invention also provides a motor vehicle comprising a powertrain as described above.

[0026] Of course, the various features, variants and embodiments of the invention may be combined with each other in various combinations to the extent that they are not incompatible or mutually exclusive. DETAILED DESCRIPTION OF THE INVENTIO

[0027] The description which follows with reference to the appended drawings, given as non-limiting examples, will make it clear what the invention consists of and how it can be implemented.

[0028] On the attached drawings:

[0029] [Fig. 1] is a schematic view of a powertrain according to a first embodiment of the invention;

[0030] [Fig. 2] is a schematic view of a powertrain according to a second embodiment of the invention;

[0031] [Fig. 3] illustrates a Bode diagram representing the frequency response of a state-of-the-art powertrain, a powertrain according to the first embodiment of Fig. 1 and a powertrain according to the second embodiment of Fig. 2 when there is high adhesion between the traction wheels and the road,

[0032] [Fig. 4] illustrates a Bode diagram representing the frequency response of the state-of-the-art powertrain of Fig. 3, the powertrain according to the first embodiment of Fig. 1 and the powertrain according to the second embodiment of Fig. 2 when there is low adhesion between the traction wheels and the road,

[0033] [Fig. 5] is a graph showing the rotational speed of an electric machine of the state-of-the-art powertrain of Fig. 3, of the powertrain according to the first embodiment of Fig. 1 and of the powertrain according to the second embodiment of Fig. 2 as a function of time, when there is strong adhesion between the traction wheels and the road, and

[0034] [Fig. 6] is a graph showing the rotational speed of the electric machine of the state-of-the-art powertrain of Fig. 3, of the powertrain according to the first embodiment of Fig. 1 and of the powertrain according to the second embodiment of Fig. 2 as a function of time, when there is low adhesion between the traction wheels and the road.

[0035] In Figure 1, a powertrain 100A of a motor vehicle is shown according to a first embodiment of the invention.

[0036] This motor vehicle could be of any type. For example, it could be a car with a classic chassis and wheels.

[0037] The powertrain 100A comprises an electric machine 110, at least one transmission shaft 120 and a computer 130A.

[0038] The 130A calculator here makes it possible to implement an E100A control method which will be described later.

[0039] The electrical machine 150 could be of any type, including axial or radial flux. It typically comprises a casing that houses a rotor and a stator. The rotor is adapted to rotate in the casing and is attached to an output shaft that is here coupled to a speed reducer 150.

[0040] The 150 speed reducer can be a gearbox but preferably, it could be a simpler reducer (single-ratio or even dual-ratio).

[0041] The speed reducer 150 then in turn drives each transmission shaft 120.

[0042] Each transmission shaft 120 allows the torque developed by the electric machine 110 to be transmitted to a drive wheel of the vehicle. In the following, a single transmission shaft and the corresponding drive wheel 10 will be considered.

[0043] The transmission shaft 120 is preferably a single-piece element, i.e. an element constructed from a single piece. For example, it is coupled on one side to the speed reducer by a pinion and on the other to a universal joint.

[0044] This 120 transmission shaft is subject to torsional and shear stresses. It can therefore be represented as a succession of springs and masses.

[0045] The drive shaft is equipped with a 140A speed sensor.

[0046] The speed sensor 140A may be located on one end of the transmission shaft 120. The speed sensor 140A is here located on the end closest to the electrical machine 110. The speed sensor 140A here comprises a single detector which measures values ​​of the rotational speed of the transmission shaft 120, at the output of the speed reducer.

[0047] The 130A calculator can be of analog type and include different electronic components and different input and output interfaces so as to apply filters to input signals. For example, the 130A calculator can be of the chopper-inverter type.

[0048] Alternatively, the computer 130A may be of the digital type and, for example, comprise a processor, a memory, and various input and output interfaces. In this alternative, the computer 130A stores a computer application, using its memory, consisting of computer programs comprising instructions whose execution by the processor allows the implementation of methods such as those described below. In this eventuality, the computer application may code a chopper-inverter type function.

[0049] Thanks to its input interfaces, the computer 130A is adapted to receive data. In particular, the computer can receive data D from the speed sensor 140A. The data D received by the computer 130A comprises values ​​measured by the speed sensor 140A over time, which thus indicate the variations in the rotational speed of the transmission shaft 120.

[0050] The 130A computer can determine a Creg regulation instruction using the D data received from the 140A speed sensor.

[0051] Thanks to its output interfaces, the computer 130A can send instructions, and in particular the regulation instruction Creg, to the electric machine 110. The electric machine 110 is therefore controlled by the computer 130A.

[0052] In other words, the powertrain 100A is a servo system, and the electric machine 110 is controlled using a closed loop. This closed loop allows the computer to use real-time measurements of the rotational speed of the transmission shaft 120 in order to calculate the regulation instruction Creg.

[0053] In Figure 2, a powertrain 100B according to a second embodiment of the invention is schematically represented. This powertrain 100B is also intended to power a motor vehicle.

[0054] The powertrain 100B operates similarly to the powertrain 100A, and includes an electric machine 110, a reduction gear 150, and a drive shaft 120 operating in the same manner as in the powertrain of Figure 1.

[0055] The powertrain 100B according to this second embodiment also comprises a speed sensor 100B. In this embodiment, the speed sensor 140B comprises a first detector 141 and a second detector 142. The first detector 141 is positioned at a first end of the transmission shaft 120, for example at the end closest to the electric machine 110, and makes it possible to measure a first rotational speed. The second detector 142 is positioned at a second end of the transmission shaft 120, for example at the end closest to the drive wheel 10, and allows a second rotation speed to be measured.

[0056] The speed sensor 140B can thus, for example, measure the difference between the first rotational speed and the second rotational speed, representing the speed difference between the two ends of the transmission shaft 120.

[0057] The powertrain 100B also includes a computer 130B implementing a control method E100B which will be described later. The computer 130B can also be of the analog or digital type.

[0058] The computer 130B can, as described above, receive data from the speed sensor 140B.

[0059] The data D received by the computer 130B here includes the difference in rotation speeds of the transmission shaft 120 at its two ends.

[0060] Alternatively, the speed sensor 140B can send the rotational speed values ​​of the two ends to the computer 130B, and the computer 130B can calculate the difference in the speeds of the two ends. The data D received by the computer 130B then includes the rotational speed values ​​of the transmission shaft 120 at its two ends.

[0061] The computer 130B can determine a regulation instruction Creg using the data D received from the speed sensor 140B.

[0062] Thanks to its output interfaces, the computer 130B can send instructions, and in particular the regulation instruction Creg, to the electric machine 110. The electric machine 110 is therefore controlled by the computer 130B.

[0063] In other words, and similarly to the first embodiment, the powertrain 100B is a servo-controlled system, and the electric machine 110 is controlled using a closed loop. This closed loop notably allows the computer to use real-time measurements of the rotational speed of the transmission shaft 120 in order to calculate the regulation instruction Creg.

[0064] The method of controlling E100A; E100B the powertrain 100A; 100B, which is more specifically the subject of the present invention, then aims to reduce the vibrations of the transmission shaft 120, in particular during sudden changes in the vehicle's behavior.

[0065] According to a particularly advantageous characteristic of the invention, this E100A; E100B control method comprises the following main steps:

[0066] E2) reception by the computer 130A; 130B of the data D from the speed sensor 140A; 140B,

[0067] E4) determination of the Creg regulation instruction using the received D data, and

[0068] E6) transmission of the Creg regulation instruction to the electrical machine 110.

[0069] Two embodiments of this method are described here.

[0070] Firstly, the first embodiment of the control method E100A of the power unit 100A can be described in more detail as follows, with reference to FIG. 1.

[0071] The E100A control process is implemented in a loop, at regular time steps.

[0072] It begins at a preliminary stage during which the speed sensor 140A measures a value of the rotational speed of the transmission shaft 120. The speed sensor 140A then sends the measured value to the computer 130A.

[0073] The control method E100A continues to step E2) in which the computer 130A receives the data D received from the speed sensor 140A. The data D received includes the at least one rotational speed of the transmission shaft 120.

[0074] The control method E100A then continues to step E4) in which the computer 130A determines the regulation instruction Creg using the data D received.

[0075] The regulation instruction Creg may be in the form of a torque. Alternatively, the regulation instruction Creg could be any other quantity for regulating the electrical machine 110, such as a power or a rotation speed for example.

[0076] The regulation instruction Creg is here determined by the difference between a torque request C1 and a regulation torque C2, i.e. Creg=C1-C2.

[0077] The torque demand C1 is typically the torque required for the vehicle to move at the speed and with the acceleration requested by the driver (or by a third-party computer autonomously regulating the speed of the vehicle). Since the calculation of this torque demand is not the subject of the present invention, it will not be described in detail here.

[0078] The regulation torque C2 is the torque calculated by the computer in the control loop and used to correct the torque request C1 in order to attenuate the vibrations of the transmission shaft 120.

[0079] In other words, the E100A control method makes it possible to regulate the speed of the electric machine by taking into account both the torque of the power requested by the driver, and at the same time an attenuation of the vibrations of the transmission shaft 120.

[0080] The speed sensor 140A being positioned on the transmission shaft 120, on the side closest to the electrical machine 110, the data D received by the computer 130A are the rotation speed values ​​of the transmission shaft.

[0081] The position of the speed sensor 140A makes it possible to define the position of the servo. It is important that the position of the servo is upstream of the transmission shaft 120 (therefore as close as possible to the electrical machine 110). Indeed, in due to the phase shift between the rotation speed of the drive wheel 10 and the speed of the electric machine 110, a servo-control near the drive wheel 10 would create strong instabilities, and therefore vibrations.

[0082] The 130A computer first applies a gain K to the received D data, so as to transform the measured speed into torque. This gain K makes it possible to adjust the damping of the vibration mode. The higher this gain, the more effective the damping will be. However, there is a limit determined by the stability margin of the speed control loop. Indeed, beyond this limit, the stability margins of the control loop are too small and therefore unacceptable.

[0083] The 130A computer then applies a phase delay filter F1 to the outgoing data from gain K. The filter F1 makes it possible to anticipate the instability that will be induced by the application of a high-pass filter F2 after it. Indeed, the high-pass filter F2 described below will create a phase shift effect. Any phase shift of the direct chain of the control loop risks compromising the stability of the control. To avoid this, filters (here the filter F1) make it possible to compensate for the phase shift effect (here of the filter F2).

[0084] The 130A calculator then applies the high-pass filter F2 to the outgoing data from the filter F1.

[0085] The rotation speed of the transmission shaft 120 corresponding to the driver's instructions being at low frequencies, the high-pass filter F2 makes it possible to cancel the gain corresponding to these instructions.

[0086] In other words, the signal coming out of the high-pass filter F2 corresponds only to the high-frequency vibrations of the drive shaft that we want to attenuate. The control is then carried out only on these vibrations.

[0087] The choice of the order of the F2 filter allows the cutoff frequency to be set and therefore ensures the removal of the desired frequencies. Here, the F2 high-pass filter is of the second order. Indeed, a first-order filter is then not effective enough and does not correct vibrations. Conversely, a third-order filter corrects vibrations, but also reduces the driver's torque demand.

[0088] The 130A computer then applies a phase-advance filter F3 to the output data from filter F2. The phase-advance filter F3 phase-shifts the signals it receives.

[0089] This F3 phase advance filter compensates for the phase shift induced by the delays in the control loop due in particular to the measurement acquisition times, the calculation times and the command sending times. This E100A control method has particularly good performance when the delay in the control chain is low (for example, less than 5 ms, preferably less than 100 ps).

[0090] The output signals of the phase advance filter F3 correspond to the torque of C2 regulation.

[0091] The control method E100A then continues to step E6) in which the computer 130A transmits the regulation instruction Creg, and in particular the regulation torque C0, to the electric machine 110. The electric machine 110 then applies the regulation instruction Creg.

[0092] The second embodiment of the E100B control method, shown diagrammatically in FIG. 2, is based on the powertrain 100B in which the speed sensor 140B comprises two detectors 141, 142 positioned at the two ends of the transmission shaft 120.

[0093] The E100B control method comprises the same steps E2) and E6) as the E100A control method described previously. Only step E4) differs from that of the E100A control method and will be described in detail here.

[0094] During step E2), the computer 130B receives data from the speed sensor 140B.

[0095] Preferably, the received data D comprises values ​​of the deviation of the rotational speeds of the two ends of the transmission shaft 120. Alternatively, the received data are the rotational speed values ​​of the two ends of the transmission shaft 120 and calculates the deviation between the two.

[0096] In step E4), the calculator 130B first applies a gain K to the rotational speed difference of the two ends (whether the data is received or calculated from the data received).

[0097] The computer 130B then applies a phase advance filter F3 to the outgoing data from the application of the gain K. Similar to the first embodiment E100A, the phase advance filter F3 compensates for the delays of the servo loop.

[0098] The outgoing signals from the phase advance filter F3 correspond to the regulation torque C2.

[0099] The computer 130B can then determine the regulation instruction Creg and send it to the electrical machine 110 during step E6) as described previously.

[0100] In this embodiment, the control loop is performed on the difference between the speeds between the two ends of the transmission shaft, i.e. between the speed of the electric machine 110 and the speed of the drive wheel 10.

[0101] This solution is particularly interesting if the detectors 141, 142 include a very high sampling frequency, for example, the detectors can perform a measurement with a sampling frequency of 500 Hz to 1 kHz.

[0102] In both embodiments described above, the adjustment of the filters is carried out using simulations to calculate the resonance frequencies of the vibrations. The resonance frequency a>1 is calculated using the following formula: = 1 IK — — where K t corresponds to the stiffness of the transmission shaft (for example, here equivalent 27T j J eq at 150 Nm / °), and where J eq is the equivalent inertia of the drive shaft 120. The equivalent inertia J eq of the transmission shaft 120 is calculated using the formula J eq = ^2. * JJ 9 2 ear r w where k qear is a unitless constant of the reducer equivalent to 8.57, J r is g e ar*Jr+Jw ° the inertia of the rotor of the electric machine 110 and J w is the inertia of the at least one drive wheel and of the motor vehicle.

[0103] The parameters mentioned above and therefore the resonance frequency of the vibrations also depend on the adhesion of the motor vehicle to the road. For example, in strong adhesion, the equivalent inertia ] eq can be of the order of 3.6 kgm 2 , whereas in case of low adhesion, the equivalent inertia] eq can be of the order of 1.3 Kgm 2. Therefore, and using these numerical values, the resonance frequency of vibrations in a case of strong adhesion is of the order of 7.8 Hz while it is equivalent to 13 Hz in weak adhesion.

[0104] The two embodiments of the E100A, E100B control method are therefore calibrated in order to be able to attenuate vibrations at high and low adhesions.

[0105] In Figure 3, a Bode diagram representing the frequency response of a powertrain driven according to a state-of-the-art AA driving method, of the powertrain 100A of Figure 1 driven according to the E100A driving method and of the powertrain 100B of Figure 2 driven according to the E100B driving method when there is a high adhesion between the traction wheels and the road is shown.

[0106] A transfer function can be assigned to each embodiment of the powertrain controlled according to one of the control methods AA, E100A, E100B in this case of high adhesion. The upper graph represents the gain G in decibels (dB) of the transfer functions of the different powertrains as a function of the frequency f in hertz (Hz). The lower graph corresponds to the phase PHI in degrees (°) of the transfer functions of the different powertrains as a function of the frequency f.

[0107] The state-of-the-art control method includes the application of a preventive low-pass filter without regulation. This filter is therefore not in a control loop and aims to filter the high frequencies corresponding to the vibrations. The frequency response of the powertrain according to the prior art (represented in dotted lines and at reference AA) has a peak around 4.5 Hz which corresponds to the resonant frequency of the vibrations in a case of strong adhesion. The method provided by the prior art does not allow the resonant frequency of the vibrations to be attenuated and is therefore not effective.

[0108] The frequency response of the 100A powertrain in Figure 1 (shown in dashed lines) includes a strong attenuation of the resonant frequency. Only a slight increase around the OdB is visible upstream of the resonant frequency. The gain G at the resonant frequency is negative (between -10 and 0 dB). The control method according to the first embodiment E100A therefore attenuates the resonant frequency of vibrations well in the event of strong adhesion.

[0109] Finally, the frequency response of the powertrain 100B of Figure 2 (shown in solid line) undergoes a negative gain around the resonance frequency (between -10 and -5 dB). The gain G is never positive and does not approach zero. The control method according to the second embodiment E100B therefore attenuates the frequencies around the resonance frequency of the vibrations in the event of strong adhesion.

[0110] In Figure 4, a Bode diagram representing the frequency response of a powertrain driven according to a non-vibration correcting drive method, of the powertrain 100A of Figure 1 driven according to the E100A drive method and of the powertrain 100B of Figure 2 driven according to the E100B drive method when there is low adhesion between the traction wheels and the road is shown.

[0111] A new transfer function can be assigned to each embodiment of the powertrain controlled according to one of the control methods AA, E100A, E100B in this case of low adhesion. The upper graph represents the gain G in decibels (dB) of the transfer functions of the different powertrains as a function of the frequency f in hertz (Hz). The lower graph corresponds to the phase PHI in degrees (°) of the transfer functions of the different powertrains as a function of the frequency f.

[0112] The frequency response of the powertrain without vibration correction (shown in dotted line and reference AA) has a peak around 8Hz which corresponds to the vibration resonance frequency in a low grip case. Unsurprisingly, the powertrain without correction does not attenuate the vibration resonance frequency.

[0113] The frequency response of the powertrain 100A of Figure 1 (shown in dashed line) includes a strong attenuation of the resonant frequency. The gain at the resonant frequency is negative (between -10 and -5 dB). The control method according to the first embodiment E100A therefore attenuates the resonant frequency of vibrations well in the event of low grip.

[0114] Finally, the frequency response of the powertrain 100B of Figure 2 (shown in solid line) undergoes a negative gain around the resonant frequency (between -15 and -10 dB). The control method according to the second embodiment E100B therefore attenuates the frequencies around the resonant frequency of the vibrations well in cases of low adhesion.

[0115] In Figure 5, the rotation speed OMEGA of an electric machine of the powertrain in revolutions per minute (rpm) controlled according to the state-of-the-art control method AA, of the powertrain 100A according to the first embodiment of Figure 1 and of the powertrain 100B according to the second embodiment of Figure 2 is represented as a function of the time t expressed in seconds (s) when there is strong adhesion between the traction wheels and the road.

[0116] A first vibration is observed around 1 second due to a deceleration request from the driver. The curves of the three powertrains decrease over time to meet the driver's request. On the state-of-the-art AA curve (shown in dotted lines), the vibrations fade slightly over time t but remain very strong with variations around 200 rpm after 2 seconds of deceleration.

[0117] On the curve representing the speed of the 110 electric machines over time for the 100A and 100B powertrains, the vibrations are damped very quickly. The speed of the 100A powertrain experiences very little vibration, with a variation of about 10 rpm after 2 seconds of deceleration, while the 100B powertrain has completely attenuated the vibrations after 1.3 seconds of deceleration.

[0118] The E100A; E100B steering method is therefore effective when the vehicle has strong grip on the road.

[0119] In Figure 6, the rotation speed OMEGA of an electric machine of the powertrain in revolutions per minute (rpm) controlled according to the state-of-the-art control method AA, of the powertrain 100A according to the first embodiment of Figure 1 and of the powertrain 100B according to the second embodiment of Figure 2 is represented as a function of time t in seconds (s) when there is low adhesion between the traction wheels and the road.

[0120] A first vibration is observed around 1 second due to a deceleration request from the driver. The curves of the three powertrains decrease over time t in order to meet the driver's request. On the state-of-the-art AA curve (shown in dotted lines), the vibrations fade slightly over time but remain present after 1.4 seconds.

[0121] The E100A; E100B steering method is therefore effective when the vehicle has low road grip.

[0122] On the curve representing the speed of the 110 electric machines over time for the 100A and 100B powertrains, the vibrations are attenuated very quickly.

[0123] The present invention is in no way limited to the embodiment described and shown, but those skilled in the art will be able to provide any variation in accordance with the invention.

Claims

CLAIMS

1. Method for controlling (E100A; E100B) a powertrain (100A; 100B) comprising an electric machine (110), a transmission shaft (120) for transmitting the torque developed by the electric machine (110) to at least one drive wheel (10), a computer (130A; 130B) configured to send instructions to the electric machine (110), and a speed sensor (140A; 140B) configured to determine a rotational speed of the transmission shaft (120), said control method (E100A; E100B) being characterized in that it comprises the following steps: - E2) receiving data (D) from the speed sensor (140A; 140B), - E4) determination by the computer (130A; 130B) of a regulation instruction (Creg), for example a torque, using the data (D) received, and - E6) transmission of the regulation instruction (Creg) to the electrical machine (110).

2. Control method (E100A; E100B) according to claim 1, in which the regulation instruction (Creg) is determined as a function of the difference between a torque request (C1) that the powertrain (100A; 100B) must exert and a regulation torque (C2).

3. Control method (E100A; E100B) according to one of claims 1 to 2, in which step E4) comprises the application of a phase advance filter (F3).

4. Control method (E100A) according to one of claims 1 to 3, in which the data (D) received by the computer (130A) comprise values ​​of rotation speed of the electric motor returned to the transmission shaft (120).

5. Control method (E100A) according to one of claims 1 to 4, in which step E4) comprises the application of a high-pass filter (F2).

6. Control method (E100A) according to one of claims 1 to 5, in which step E4) comprises the application of a phase delay filter (F1).

7. Control method (E100B) according to one of claims 1 to 3, in which the speed sensor (140B) comprises: -a first detector (141) located at one end of the transmission shaft (120) and configured to measure a first rotational speed or located on the motor shaft and configured to determine a first rotational speed and - a second detector (142) located at a second end of the transmission shaft (120) and configured to measure a second rotational speed, and wherein the regulation instruction (Creg) is determined as a function of the difference between the first rotational speed and the second rotational speed.

8. Powertrain (100A; 100B) comprising: an electric machine (110), a transmission shaft (120) for transmitting the torque developed by the electric machine (110) to at least one drive wheel (10), a computer (130A; 130B) configured to send instructions, for example a torque, to the electric machine (110), characterized in that it comprises a speed sensor (140A; 140B) configured to measure a rotational speed of the transmission shaft (120), and in that the computer (130A; 130B) is configured to receive data (D) from the speed sensor (140A; 140B), to determine a regulation instruction (Creg) using the received data (D), and to transmit the regulation instruction (Creg) to the electric machine (110).

9. A powertrain (100A) according to claim 8, wherein the speed sensor (140A) is positioned on one end of the transmission shaft (120), on the side closest to the electric machine (110).

10. Motor vehicle, characterized in that it comprises a powertrain (100A; 100B) according to one of claims 8 to 9.

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