CONTROLLING THE SPEED OF AN ELECTRIC VEHICLE DRIVE COUPLED TO A CLUTCH IN A SLIDING CONDITION

Abstract

A method is implemented in a vehicle comprising an electric motor capable of operating according to a first speed defined by a speed setpoint to provide engine torque, and an automated gearbox and comprising at least one primary shaft receiving at least part of the engine torque via an associated clutch and placed in a sliding state. This method comprises a step (10-20) in which, when the clutch is in the sliding state, a regulation of the first speed is carried out by calculating a speed setpoint as a function of the sum of a second current speed of the primary shaft associated with this clutch and a chosen value. Figure 3

Description

Title of the invention: CONTROL OF THE SPEED OF AN ELECTRIC DRIVE MACHINE OF A VEHICLE COUPLED TO A CLUTCH IN A SLIDING STATE Technical field of the invention

[0001] The invention relates to vehicles comprising a powertrain (or GMP) with an electric motor and an automated gearbox, and more precisely to the control of the speed of the electric motor when a clutch associated with the gearbox and in use is in its slipping state. State of the art

[0002] Certain vehicles, generally land-based (and possibly of the automobile type), include an at least partially electric powertrain (or GMP) and an automated gearbox.

[0003] Here, the term “at least partially electric GMP” means a GMP comprising at least one electric motor capable of providing engine torque, for example for the drive wheels of its vehicle, as well as possibly recovering torque in its vehicle. It will be noted that in this type of GMP the electric motor is associated with a rechargeable battery or a fuel cell (for example hydrogen). It will also be noted that such a GMP can be purely electric or can be hybrid, and in the latter case it also comprises a thermal motor capable of providing engine torque, for example for the drive wheels of its vehicle.

[0004] Furthermore, the term “automated gearbox” here means a gearbox comprising at least one primary shaft associated with at least one clutch, and controllable by at least one gearbox computer. For example, it may be a dual clutch gearbox (or DCT (“Dual Clutch Transmission”)).

[0005] As is known to those skilled in the art, there are situations in the life of a vehicle in which it is preferable, for driving pleasure, to keep the clutch associated with the gearbox and in use in its slippery state. This is particularly the case when the vehicle is traveling at low speed using only the engine torque provided by the electric motor (and therefore when the possible thermal motor is not operating).

[0006] In this type of situation, so that the clutch used does not stick, it is necessary to control both the speed of the electric motor and this clutch in order to maintain a non-zero speed difference between the speed of the machine electric motor and the speed of the primary shaft of the gearbox which is associated with this clutch.

[0007] For example, when the vehicle begins to move (or "take off"), the aforementioned control consists of increasing the engine torque supplied by the electric motor and / or reducing the torque transmitted by the clutch to the associated primary shaft in order to maintain a non-zero speed difference between the speed of the electric motor and the speed of this primary shaft. In this example of a life situation, as in others, the control causes fluctuations in the speed of the electric motor and a partial loss of the output torque which is delivered by the gearbox (for example for the drive wheels) because the torque transmitted by the clutch is reduced.

[0008] Furthermore, the friction occurring in the clutch induces a loss of energy which is proportional to the transmitted torque and to the speed difference. It is therefore important to limit this loss of energy as much as possible by reducing the speed difference, without this causing a drop in the speed of the electric motor and a sticking of the clutch which could cause a shock perceptible by the passengers of the vehicle.

[0009] The invention therefore aims in particular to improve the situation by limiting as much as possible the aforementioned energy loss by reducing the speed difference, without this causing a drop in the speed of the electric motor and a sticking of the clutch, since the latter could cause a shock perceptible by the passengers of the vehicle. Presentation of the invention

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

[0011] - a powertrain (or GMP) comprising an electric motor suitable for operating according to a first regime defined by a regime setpoint to provide engine torque, and

[0012] - an automated gearbox comprising at least one specific primary shaft to receive at least part of the engine torque via an associated clutch placed in a closed or sliding state, and capable of delivering an output torque to move the vehicle.

[0013] This control method is characterized by the fact that it comprises a step in which, when a clutch is in a slipping state, a regulation of the first speed of the electric motor is carried out by calculating a speed setpoint depending on a sum of a second current speed of the primary shaft associated with this clutch and a chosen value.

[0014] Thanks to the invention, it is now possible to control the reduction of the speed difference between the first speed of the electric motor and the second speed of the primary shaft used, and thus minimize the energy loss resulting from friction in the clutch used and the loss of output torque, which makes it possible to improve driving pleasure and reduce the consumption of electrical energy by the electric motor.

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

[0016] - in a first embodiment, in its step, the chosen value can be determined as a function of the second current speed and / or a torque to be received by the primary shaft used and as a function of a torque request representative of a desire for acceleration by a driver of the vehicle;

[0017] - in the presence of this first embodiment, in its step, the chosen value can be determined in a table establishing a mapping between values ​​and multiplets each comprising a second primary shaft regime and / or a primary shaft pair;

[0018] - in a second embodiment, in its step, a value can be used chosen constant;

[0019] - in its step, the regulation of the first regime can be carried out without modifying the slippery condition of the clutch during use.

[0020] The invention also provides a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a vehicle comprising a powertrain (or GMP) comprising an electric motor capable of operating according to a first speed defined by a speed setpoint to provide engine torque, and an automated gearbox and comprising at least one primary shaft capable of receiving at least part of the engine torque via an associated clutch and placed in a closed or sliding state, and capable of delivering an output torque to move the vehicle, to control phases in which the clutch in use is in a sliding state.

[0021] The invention also proposes a control device intended to equip a vehicle comprising:

[0022] - a powertrain (or GMP) comprising an electric motor suitable for operating according to a first regime defined by a regime setpoint to provide engine torque, and

[0023] - an automated gearbox comprising at least one specific primary shaft to receive at least part of the engine torque via an associated clutch placed in a closed or sliding state, and capable of delivering an output torque to move the vehicle.

[0024] 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 a clutch is in a sliding state, in controlling a regulation of the first speed of the electric motor by calculating a speed setpoint depending on a sum of a second current speed of the primary shaft associated with this clutch and a chosen value.

[0025] For example, this chosen value may be constant or determined as a function of the second current speed and / or a torque to be received by the primary shaft used and a function of a torque demand representative of a desire for acceleration by a driver of the vehicle.

[0026] The invention also provides a vehicle, possibly of the automobile type, and comprising:

[0027] - a powertrain (or GMP) comprising an electric motor suitable for operating according to a first regime defined by a regime setpoint to provide engine torque,

[0028] - an automated gearbox comprising at least one specific primary shaft to receive at least part of the engine torque via an associated clutch placed in a closed or sliding state, and capable of delivering an output torque to move the vehicle, and

[0029] - a control device of the type presented above.

[0030] For example, in this vehicle the GMP can also comprise a thermal motor machine which is capable of providing another engine torque to a coupling device capable of being coupled to the gearbox. Brief description of the figures

[0031] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0032] [Fig-1] schematically and functionally illustrates an exemplary embodiment of a vehicle comprising a control device according to the invention, and a transmission chain with automated gearbox and hybrid GMP and associated with a supervision computer,

[0033] [Fig.2] schematically and functionally illustrates an exemplary embodiment of a supervision computer comprising an exemplary embodiment of a control device according to the invention, and

[0034] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0035] The invention aims in particular to propose a control method, and an associated control device DC3, intended to allow control of the phases in which the clutch Ej, associated with the gearbox BV of a vehicle V and in use, is in a sliding state while only the electric motor MME of the powertrain (or GMP) of this vehicle V is in operation.

[0036] In the following, it is considered, by way of non-limiting example, that the vehicle V is terrestrial and of the automobile type. It is for example a car, as illustrated in [Fig.l]. But the invention is not limited to this type of vehicle. It in fact concerns any type of vehicle (terrestrial, maritime (or river), or aerial) comprising a transmission chain with at least partially electric GMP and automated gearbox.

[0037] Furthermore, it is considered in the following, by way of non-limiting example, that the GMP is hybrid (thermal and electric). It therefore comprises at least one thermal motor MMT and at least one electric motor MME. But the invention is not limited to this type of GMP. It in fact concerns all GMPs comprising at least one electric motor capable of providing engine torque, for example for drive wheels. Consequently, it also concerns purely electric GMPs.

[0038] Furthermore, it is considered in the following, by way of non-limiting example, that the electric motor MME is associated with at least one rechargeable BP battery and called main (or traction or power) battery. But it could be associated with a fuel cell (for example hydrogen).

[0039] Furthermore, it is considered in the following, by way of non-limiting example, that the automated gearbox BV is a double clutch (or DCT). But the invention is not limited to this type of automated gearbox. It in fact concerns all automated gearboxes comprising at least one primary shaft associated with at least one clutch, and controllable by at least one gearbox computer.

[0040] Finally, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0041] [Fig.l] schematically shows a (land) vehicle V comprising a hybrid (thermal and electric) GMP transmission chain and automated BV gearbox, a supervision computer CS, a service battery BS, a rechargeable main (or traction) battery BP, a CV converter, and a DC3 control device according to the invention.

[0042] The service battery BS is responsible for supplying electrical energy to an on-board network of the vehicle V, in addition to that supplied by the CV converter powered by the main battery BP via a main electrical circuit, and sometimes instead of this CV converter. For example, this service battery BS can be arranged in the form of a very low voltage type battery (typically 12 V or 24 V). It is rechargeable at least by the CV converter. It is considered in the following, by way of non-limiting example, that the service battery BS is of the 12 V Lithium-ion type.

[0043] The on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0044] The main electrical circuit (or “high voltage” or “power”) is connected, on the one hand, to the main battery BP via an interface device, and, on the other hand, to electronic equipment, such as for example the CV converter and the electric motor MME. It can also possibly allow the main battery BP to be recharged by an external power source temporarily coupled to the vehicle V.

[0045] As illustrated in [Fig.l], the transmission chain also comprises, here, a motor shaft AM, a first coupling device DC1, a second coupling device DC2, and a transmission shaft AT.

[0046] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0047] The possible thermal motor MMT comprises a crankshaft (not shown) which is fixedly secured to the motor shaft AM in order to drive the latter (AM) in rotation. This thermal motor MMT is capable of providing, here for the drive wheels of the vehicle V, a first engine torque cml which is defined by a thermal torque setpoint, for example determined by the supervision computer CS.

[0048] The operation of the thermal engine MMT is controlled by a thermal engine computer CMT, and supervised by the supervision computer CS.

[0049] In addition, the thermal motor MMT is capable of being coupled to a primary shaft called the main shaft APP of the gearbox BV, via at least the first coupling device DC1. The latter (DC1) is capable of delivering a torque from the first engine torque cml, in particular (here) for at least one train Tl of driving wheels, when it is in its closed (or coupled) position and therefore when it couples the thermal motor MMT to the gearbox BV (and more precisely to a clutch Ej associated with a primary (secondary) shaft APSj of the latter (BV)).

[0050] For example, the first coupling device DC1 may be a hydraulic circuit clutch. But it could be of another type.

[0051] Also for example, the train T1 can be located in the front part PVV of the vehicle V. It is preferably, and as illustrated, coupled to the transmission shaft AT via a differential (here front) D1. But in a variant this train T1 could be that referenced T2 which is located in the rear part PRV of the vehicle V.

[0052] It will be noted that in the example illustrated non-limitingly in [Fig.l] the crankshaft of the thermal motor MMT is also coupled to a belt, itself coupled to an alternator-starter AD which is supplied with electrical energy by the service battery BS (and which can also recharge the latter (BS)). Thus, the alternator-starter AD can supply torque to the belt, which can supply this torque to the crankshaft to start the thermal motor MMT. But as a variant or in addition the thermal motor MMT could be started by the electric motor MME (by placing the first coupling device DC1 in its closed state).

[0053] The electric motor MME is capable, when it is supplied with electrical energy by the main battery BP, of operating according to a first speed rl defined by a speed setpoint cri to provide a second engine torque cm2, here for the drive wheels of the vehicle V. For example, the speed setpoint cri can be determined by the supervision computer CS.

[0054] It will be noted that the sum of the first cml and second cm2 couples provided by the GMP is equal to a total couple and.

[0055] Furthermore, this electric motor MME is, here and preferably, suitable for being coupled, downstream of the first coupling device DC1, by the second coupling device DC2, to the main input shaft APP of the gearbox BV to provide it with the second engine torque cm2 that it produces. The electric motor MME therefore provides here the second engine torque cm2 that it produces for the train TL

[0056] It will be noted that the electric motor MME may also be arranged so as to recover in the vehicle V a torque defined by a setpoint, for example in a regenerative braking phase, and in this case this recovered torque may be used to recharge the main battery BP associated with the electric motor MME. But the recovery may also be done on a part of the first engine torque cml supplied by the thermal motor MMT.

[0057] The operation of the electric motor MME is controlled by an electric machine computer CME, and supervised by the supervision computer CS.

[0058] The second coupling device DC2 may, for example, comprise a cascade of pinions connecting the electric motor MME to the input of the gearbox BV (downstream of the first coupling device DC1).

[0059] It will be understood that when the first coupling device DC1 has been placed in its (completely) closed (or coupled) state and the thermal prime mover MMT is in operation (and therefore provides a first engine torque cml), the first coupling device DC1 delivers a torque which is added to a possible second engine torque cm2 provided, upstream of the gearbox BV, by the electric prime mover MME when it is supplied with electrical energy (here) by the main battery BP. When the first coupling device DC1 has been placed in its (completely) open (or decoupled) state, only the electric prime mover MME can provide a second engine torque cm2 upstream of the gearbox BV in a purely electric running phase.

[0060] For example, the main battery (or traction or even power) BP may be of the cellular type. In this case, it comprises electrical energy storage cells, possibly electrochemical (such as, for example, lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type cells). Also, for example, this main battery BP may be of the 450 V type. But this is not an obligation. Indeed, it could alternatively be of the 48 V or 600 V type, for example.

[0061] As indicated above, the gearbox BV (automated) comprises at least one primary shaft (here called secondary) APSj which is associated with at least one clutch Ej capable of being placed in a state chosen from an open (or decoupled) state, a closed (or coupled) state, and a sliding state.

[0062] In the example illustrated non-limitingly in [Fig.l], the gearbox BV is a double clutch (or DCT), and therefore it comprises first APS1 (j = 1) and second APS2 (j = 2) primary shafts called secondary, first El (j = 1) and second E2 (j = 2) clutches, and first SP1 (j = 1) and second SP2 (j = 2) sub-parts dedicated respectively to first and second sub-sets of ratios (for example 1, 3 and 5, and 2, 4, 6 and possibly 7). These ratios have respectively decreasing gear ratios (starting from the smallest (1)).

[0063] The first E1 and second E2 clutches are connected to the main primary shaft APP and coupled respectively to the first APS 1 and second APS2 secondary primary shafts in order to transfer to them (when they are in the closed or sliding state) the engine torque that they receive from the main primary shaft APP coming from the GMP. Thus, when the first clutch E1 is in the closed or sliding state it causes the first secondary primary shaft APS1 to rotate according to a second speed r21, and when the second clutch E2 is in the closed or sliding state sliding it causes the rotation of the second primary secondary shaft APS2 according to a second regime r22.

[0064] When the gearbox BV receives as input a total torque and (on a primary secondary shaft APSj associated with the clutch Ej in use (and therefore placed in its closed state or its sliding state)), and it has a gear engaged (chosen from all its gears), it delivers on its output (and therefore here to the transmission shaft AT) an output torque es (here for the driving wheels of the front axle Tl).

[0065] It will be noted that in an alternative embodiment the gearbox BV could only comprise one clutch associated with a single secondary primary shaft.

[0066] The operation of the gearbox BV is controlled by a gearbox computer CB, and supervised by the supervision computer CS.

[0067] As mentioned above, the invention proposes in particular a control method intended to allow the control of the phases in which a clutch Ej in use is in a sliding state while only the electric motor MME is in operation.

[0068] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in FIGS. 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP ("Digital Signal Processor")), and at least one memory MD. This control device DC3 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.

[0069] The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0070] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC3 is part of the supervision computer CS. But this is not obligatory. Indeed, the control device DC3 could comprise its own dedicated computer, which can then be coupled to the supervision computer CS, or could be part of another computer on board the vehicle V and providing at least one other function, for example.

[0071] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-20 which is implemented each time that two conditions are simultaneously verified, namely a clutch Ej in progress of use is in a slippery state and only the electric drive machine MME is in operation.

[0072] Step 10-20 of the method comprises a sub-step 20 in which, when the two aforementioned conditions are verified, a regulation of the first speed rl of the electric motor MME is carried out (for example the control device DC3 controls) by calculating a speed setpoint cri which is a function of the sum of a second current speed r2j of the secondary primary shaft APSj which is associated with the clutch Ej currently in use and of a chosen value ver (i.e. cri = r2j + ver).

[0073] Thanks to this type of regulation of the first speed rl, it is now possible to control the reduction of the speed difference between the first speed rl of the electric motor MME and the second speed r2 of the primary (secondary) shaft APSj used, and thus minimize the energy loss resulting from friction in the clutch Ej used and the loss of output torque es (and therefore here of the torque at the wheels), without this causing a drop in the first speed rl of the electric motor MME or a sticking of this clutch Ej. This results in an improvement in driving pleasure and a reduction in the consumption of electrical energy by the electric motor MME.

[0074] It will be noted that the second current speed r2j of the secondary primary shaft APSj used can be determined in at least two ways. A first way can consist of using a sensor coupled to the secondary primary shaft APSj used and responsible for measuring the second current speed r2j. A second way can consist of estimating the second current speed r2j from the rotation speed of the driving wheels of the vehicle V and the gear ratio which is associated with the gear engaged in the gearbox BV (and more precisely here in the sub-part SPj in use).

[0075] It will also be noted that each speed setpoint cri determined in a sub-step 20, within the framework of the regulation of the first speed rl, is transmitted to the electric machine computer CME so that it uses it to control the operation of the electric motor machine MME.

[0076] At least two embodiments of the method (and therefore also of the control device DC3) can be envisaged.

[0077] In a first embodiment, step 10-20 may comprise, as illustrated non-limitingly in [Fig. 3], a sub-step 10 in which one (for example the control device DC3) can determine the chosen value ver to be used in sub-step 20. More precisely, in this sub-step 10 one (for example the control device DC3) can determine the chosen value ver as a function of the second current speed r2 and / or of a torque to be received by the secondary primary shaft. APSj used and function of a torque request which is representative of the driver's desire for acceleration.

[0078] Preferably, the chosen value ver is determined as a function of the second current speed r2 and the torque to be received by the secondary primary shaft APSj used, because this makes it possible to optimize the control of the reduction of the speed difference between the first speed rl of the electric motor MME and the second speed r2 of the primary (secondary) shaft APSj used. But in variants, the chosen value ver could be determined as a function of only the second current speed r2 or only of the torque to be received by the secondary primary shaft APSj used.

[0079] It will be noted that in a land vehicle V the driver can signal his desire for acceleration by depressing the accelerator pedal (or the like) more or less, then the percentage of depression is used to define a torque request (driver) from which one, for example the supervision computer CS, can determine the torque to be received by the secondary primary shaft APSj to satisfy the acceleration desire.

[0080] For example, in sub-step 10 the value ver can be determined in a correspondence table (or mapping) which establishes a mapping between values ​​and bytes each comprising a second primary shaft speed and / or a primary (secondary) shaft torque. It will be understood that when determining the chosen value ver as a function of the second current speed r2 and the torque to be received by the secondary primary shaft APSj used, the different bytes are pairs comprising different combinations of values ​​of second primary shaft speed and primary (secondary) shaft torque. On the other hand, when determining the chosen value ver as a function of only the second current speed r2 or of only the torque to be received by the secondary primary shaft APSj used, the different bytes are singletons comprising different values ​​of second primary shaft speed or primary (secondary) shaft torque.

[0081] The correspondence table (or mapping) can be previously determined in a development or testing phase of a vehicle similar to vehicle V.

[0082] In the first embodiment, instead of determining in sub-step 10 the chosen value ver by means of a correspondence table, it is possible to use at least one mathematical formula having as variable(s) the second current speed r2 and / or the torque to be received by the secondary primary shaft APSj used.

[0083] As a purely illustrative example, the chosen value ver can be equal to k times the torque to be received by the secondary primary shaft APSj used, where k is a predefined constant. But other laws of evolution of the chosen value ver can be used, and in particular linear laws having as variable the second current speed r2 or the torque to be received by the secondary primary shaft APSj used.

[0084] In a second embodiment, a chosen value ver which is constant (or predefined) can be used. It will be understood that in this second embodiment there is no need to perform sub-step 10, and therefore step 10-20 may only include sub-step 20.

[0085] Also for example, in step 10-20 it is possible to carry out (for example the control device DC3 can control) the regulation of the first speed rl without modifying the sliding state of the clutch Ej during use, which is particularly advantageous and simple. But in an alternative embodiment the regulation of the first speed rl could also include an adaptation of the sliding state of the clutch Ej during use.

[0086] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the supervision computer CS (or the computer of the control device DC3) can also comprise a mass memory MEM, in particular for storing the second current speed r2 and the possible torque to be received by the secondary primary shaft APSj used, as well as any intermediate data involved in all its calculations and processing operations. Furthermore, this supervision computer CS (or the computer of the control device DC3) can also comprise an input interface IE for receiving the second current speed r2 and the possible torque to be received by the secondary primary shaft APSj used to use them in calculations or processing operations, possibly after having shaped and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this supervision calculator CS (or the calculator of the control device DC3) can also include an output interface IS, in particular to deliver each message containing the regime setpoint cri calculated for the regulation of the first regime rl.

[0087] 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 phases in which the clutch, associated with the gearbox BV of the vehicle V and in use, is in a slipping state while only the electric motor MME is in operation.

Claims

Claims

1. Control method for a vehicle (V) comprising i) a powertrain comprising an electric motor (MME) capable of operating according to a first speed defined by a speed setpoint to provide an engine torque, and ii) an automated gearbox (BV) comprising at least one primary shaft (APSj) capable of receiving at least part of said engine torque via an associated clutch (Ej) placed in a closed or sliding state, and capable of delivering an output torque to move said vehicle (V), characterized in that it comprises a step (10-20) in which, when said clutch (Ej) is in a sliding state, a regulation of said first speed is carried out by calculating a speed setpoint as a function of a sum of a second current speed of said primary shaft (APSj) associated with this clutch (Ej) and of a chosen value.

2. Method according to claim 1, characterized in that in said step (10-20) said chosen value is determined as a function of said second current speed and / or of a torque to be received by said primary shaft (APSj) used and as a function of a torque request representative of a desire to accelerate of a driver of said vehicle (V).

3. Method according to claim 2, characterized in that in said step (10-20) said value is determined in a table establishing a mapping between values ​​and bytes each comprising a second primary shaft speed and / or a primary shaft torque.

4. Method according to claim 1, characterized in that in said step (10-20) a constant chosen value is used.

5. Method according to one of claims 1 to 4, characterized in that in said step (10-20) said regulation of the first regime is carried out without modifying said sliding state.

6. 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 5, in a vehicle (V) comprising i) a powertrain comprising an electric motor (MME) capable of operating according to a first regime defined by a setpoint of speed to provide engine torque, and ii) an automated gearbox (BV) comprising at least one primary shaft (APSj) capable of receiving at least part of said engine torque via an associated clutch (Ej) placed in a closed or sliding state, and capable of delivering an output torque to move said vehicle (V), to control phases in which the clutch (Ej) in use is in a sliding state.

7. Control device (DC3) for a vehicle (V) comprising i) a powertrain comprising an electric motor (MME) capable of operating according to a first speed defined by a speed setpoint to provide an engine torque, and ii) an automated gearbox (BV) and comprising at least one primary shaft (APSj) capable of receiving at least part of said engine torque via an associated clutch (Ej) placed in a closed or sliding state, and capable of delivering an output torque to move said vehicle (V), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, when said clutch (Ej) is in a sliding state, in controlling a regulation of said first speed by calculating a speed setpoint as a function of a sum of a second current speed of said primary shaft (APSj) associated with this clutch (Ej) and of a chosen value.

8. Vehicle (V) comprising i) a powertrain comprising an electric motor (MME) capable of operating according to a first speed defined by a speed setpoint to provide engine torque, and ii) an automated gearbox (BV) comprising at least one primary shaft (APSj) capable of receiving at least part of said engine torque via an associated clutch (Ej) placed in a closed or sliding state, and capable of delivering an output torque to move said vehicle (V), characterized in that it further comprises a control device (DC3) according to claim 7.

9. Vehicle according to claim 8, characterized in that said powertrain further comprises a thermal motor (MMT) capable of supplying another engine torque to a coupling device (DC1) capable of being coupled to said gearbox (BV).

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

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