DE102013007793A1 - Device for controlling an active storage system - Google Patents

Abstract

The invention relates to a device for controlling an active storage system, in particular an active assembly bearing (3) of a motor vehicle, with an adaptive control circuit (R), an adaptive control unit (11) with which an actuator (13) of the storage system sends a control signal (u (n)) is controllable, which reduces an interference signal (d (n)) acting on the storage system, and has an error sensor (15) which detects a current error signal (e (n)) of the storage system and is sent to the control unit (11 ), in which in an adaptation process (Δta) at least one adaptation parameter (AF, φF) required to generate the actuating signal (u (n)) can be adapted until the error signal (e (n) detected by the error sensor (15) )) is sufficiently minimized or is zero. In addition to the adaptive control loop (R), a precontrol (V) working in parallel with a precontrol unit (23) is provided in which precontrol parameters (AVx, φVx) assigned to different engine speeds and loads are stored, which precontrol parameters (AVx , φVx) can be provided as a function of the current engine speed and load (n, M) and together with the adaptation parameters (AF, φF) generated by the control unit (11) form an overall parameter (AG, φG) from which the control signal (u (n)) can be generated.

Description

The invention relates to a device for controlling an active storage system, in particular an active assembly storage, a motor vehicle according to the preamble of claim 1 and a method for carrying out such a control according to the preamble of claim 10.

Such an active storage system may be a hydraulically damped assembly storage, as exemplified by the DE 10 2004 015 036 B4 is known. Therein, an actuator system of the bearing system is controlled with a control signal in order to achieve a substantial vibration compensation of the aggregate oscillation while driving.

From the US Pat. No. 7,974,769 B2 a generic device for controlling such an active storage system is known. The device generates a control signal for controlling an actuator of the storage system. With the help of the actuators, the active storage system can be acted upon by a counter-vibration reducing a noise signal. An interference signal is understood to mean the unit oscillation occurring during driving.

In the US Pat. No. 7,974,769 B2 Control takes place with the aid of an adaptive control loop and a feedforward control working in parallel. The adaptive control loop has an adaptive control unit in which at least one adaptation parameter required for generating the actuating signal can be adapted in an adaptation process until the error signal detected by an error sensor is sufficiently minimized or at zero.

The feedforward control operating in parallel to the adaptive control loop has a pilot control unit in which pre-control parameters assigned to different engine speeds and speeds are tabulated. The stored pre-control parameters are read out as a function of the current engine speed and load and, together with the adaptation parameters adapted by the control unit, form an overall parameter from which the actuating signal can be generated. The data table of the US Pat. No. 7,974,769 B2 known pre-control unit is occupied at the factory before commissioning of the vehicle or possibly in customer service case with the pilot control parameters.

Specially a Zylinderzu- or shutdown in the vehicle engine leads to a sudden change in the acting on the storage system noise. That from the US Pat. No. 7,974,769 B2 known method can not provide an optimally fast response time in such a sudden interference signal change, since the vehicle-individual excitation spectrum and transmission behavior and their changes over the vehicle life can not be taken into account by the factory performed, fixed Bedatung the data table. In addition, the factory generation of the data table at different operating points, especially in a wide engine / model range is very labor-intensive.

The object of the invention is to provide an apparatus and a method for controlling an active storage system, in which the response time of the storage system can be shortened in a simple manner.

The object is solved by the features of claim 1 or 10. Preferred embodiments of the invention are disclosed in the subclaims.

The invention is based on the fact that there is a sudden change in the aggregate oscillation (that is to say spurious oscillation or interference signal), in particular in the case of a changeover point in the cylinder activation or deactivation of the vehicle engine. As a result, due to the time-consuming adaptation process in the adaptive control loop, there is a noticeable time delay until complete oscillation compensation. To accelerate the adaptation process according to the characterizing part of claim 1, the pre-control parameters stored in the pilot unit can be updated. For updating the stored pilot control parameters, the overall parameters can be traced back to the pilot control unit via a return line and can be stored in the pilot control unit as updated pre-control parameters with assignment to the corresponding engine speed and load. As a result, the adaptation process and thus the response time of the active storage system is significantly accelerated.

The adaptation parameter and the pre-control parameter can be superimposed on one another in a function block to form the overall parameter. The overall parameter can be returned in the signal flow direction to the function block via the return line to the pilot control unit. The data transfer of the total parameter via the return line can be carried out continuously during the adaptation process.

The starting time of the adaptation process is associated with an engine event, which leads to a sudden change of the interference signal, in particular a switching time at a Zylinderab- or connection of the vehicle engine, that is, when switching between the full engine operation and the half-engine operation.

The input control parameters stored in the pilot control unit can be combined in a data table. The corresponding pre-control parameter can be read from the data table as a function of a current engine speed and a current engine load. Accordingly, the pilot unit has signal inputs which are connected to a speed sensor for detecting the engine speed and to the engine control unit. The engine control unit transmits any load-dependent variable to the evaluation unit, in particular an engine torque which is present as a calculated variable in the engine control unit.

The entry of the pre-control parameters in the data table according to the invention is not factory, that is, even before a first-time vehicle commissioning carried out. Such a factory-set data entry could take into account neither the vehicle-specific vehicle spectrum nor the transmission behavior and its change over the vehicle life. Rather, the data entry is in an update process during driving. As a result, the data table can be assigned with vehicle-specific pre-control parameters and the factory-side pre-charging effort can be reduced before the vehicle is put into service.

The feedforward control operating in parallel to the adaptive control leads to an improvement of the follow-up behavior especially with fast speed increases.

The advantageous embodiments and / or further developments of the invention explained above and / or reproduced in the dependent claims can be used individually or else in any desired combination with one another, for example in the case of clear dependencies or incompatible alternatives.

The invention and its advantageous embodiments and further developments and advantages thereof are explained in more detail below with reference to drawings.

Show it:

1 in a simplified representation of an active storage system with a, an engine on a support structure of the vehicle body supporting the assembly bearing;

2 the adaptive control loop and the pilot control in a block diagram;

3 a stored in the pilot unit data table; and

4 to 8th different diagrams to illustrate the operation of the adaptive method.

In the 1 By way of example, an active storage system in a motor vehicle is roughly indicated schematically. Accordingly, an unillustrated vehicle engine via a motor support 1 with the interposition of an active aggregate bearing 3 on a support structure 5 supported a vehicle body. The aggregate storage 3 has a hydraulic chamber, not shown, with an electrodynamic actuator that is controlled by a control unit 11 is electrically controlled. The control unit 11 , the Aktorik and a body-side Lagerfußpunkt the assembly warehouse 3 arranged fault sensor 15 form together with the assembly warehouse 3 (Controlled system) an adaptive control loop R. The adaptive control circuit R controls the actuators so that the assembly bearing 3 With a counter-vibration is applied, with an operational engine vibration is largely compensated. About the fault sensor 15 a current error signal e (n) becomes the control unit 11 recycled. In addition, the control unit 11 a signal input for one from the engine control unit 17 calculated motor torque and a signal input for a sensor 19 for the engine speed n.

In the 2 the adaptive control loop R is shown in a more detailed view. As a result, the adaptive control unit generates 11 in dependence on the, with a current engine speed n correlated, current crankshaft angle adaptation parameters, that is, an amplitude value A _F and a phase angle φ _F , on the basis of which in a downstream functional block 12 the counter signal forming control signal u (n) is generated. The actuating signal u (n) controls the actuators of the storage system. In the 2 the actuators is not shown as a single block, but together with the storage system in the controlled system 21 integrated. With the help of the error sensor 15 can an optionally still remaining error vibration, that is, the error signal e (n) of the storage system, detected and the control unit 11 be returned.

With the help of the adaptive filter in the control unit 11 are stored in an adaptation process Δt _a ( 4 ) the parameters A _F , φ _F required for generating the actuating signal u (n) are adjusted until the error sensor 15 detected error signal e (n) is extinguished, that is, a vibration compensation is done. The adaptive filter can work by way of example with an LMS algorithm (Least Mean Squares algorithm).

To accelerate the adaptation process .DELTA.t.sub.a _, a feedforward control V, which operates in parallel with the adaptive control loop R, is provided, which has a pilot unit 23 having. In the pilot unit 23 are stored in tabular form engine load and speed-dependent pilot control parameters A _Vx , φ _Vx , which are each assigned to different engine speeds and loads. The pilot control parameters A _Vx , φ _Vx are provided as a function of the current engine speed and load n, M and via a signal line 16 to a function module 28 directed. In the function module 28 the adaptation parameters A _F , φ _F and the _precontrol parameters A _Vx , φ _{Vx are superposed} to overall parameters A _G , φ _G , from which in the function _block 12 the actuating signal u (n) is generated.

In the Signalflußrichtung considered after the function block 28 branches at a branching point 30 a return line 14 via which the total parameters A _G , φ _G to the pilot control unit 23 are traceable. By means of this feedback, an update is carried out in the pilot unit 23 stored input control parameters A _vx , φ _vx .

The pilot control parameters A _vx , φ _vx are in the pilot control unit 23 in one, in the 3 shown data table 25 summarized. From the data table 25 be in response to a current engine speed n and a current engine load M, the corresponding pilot control parameters A _V1 , φ _V1 , A _V2 , φ _V2 , A _V3 , φ _V3 , ... to the function block 28 continuously read, starting from the start time t _{E of} the adaptation process .DELTA.t _a ( 4 ). The starting time t _{E of} the adaptation process .DELTA.t _a is associated with a particular sudden change of the interference signal d (n), which is exemplified here the switching time t _E in a cylinder deactivation or cylinder connection of the vehicle engine. Especially after the switching time t _E is a largely delay-free response of the adaptive control loop R ride comfort reasons of relevance.

As described above, via the signal line 14 during vehicle operation, an update process. In the update process, after reaching a compensation time t _k ( 4 ) at which the detected error signal e (n) is minimized to a steady-state value or zero, the current total parameters A _G , φ _G to the data table 25 the pilot unit 23 transfer. There, the total parameters A _G , φ _{G are} entered as a function of the current engine speed and load n, M as updated pilot control parameters A _Vx , φ _Vx .

According to the invention thus has the pilot unit 23 a self-learning data table 25 on.

Like from the 3 indicates are for the self-learning data table 25 initially speed- and load-dependent interpolation points 29 (ie the crosses in the 3 ) Are defined. If the adaptive method is active and the current operating point (specified by a specific engine speed and by a specific engine torque) at a support point 29 is in the update process, the total parameters A _G , φ _G via the return line 14 to the data table 25 transmitted and at the appropriate support point 29 in the data table 25 deposited. The deposit of the total parameters A _G , φ _G takes place in a common learning method. After a longer journey, the result is a fully populated data table 25 ,

In this case, the data table acts 25 as precontrol, from the appropriate pilot control parameters A _Vx , φ _Vx interpolated and the function _block 28 for superposition with the adaptation parameters A _Fx , φ _Fx are made continuously available. The control unit 11 is thus relieved in so far as the feedforward control V already sets parameters in a coarse adjustment and the control unit 11 only the part that has not yet been compensated by the feedforward V must adapt.

In the diagram of 4 a cylinder deactivation is indicated, in which at a switching time t _{E is switched} from a full engine operation VMB to a half engine operation HMB. The cylinder deactivation takes place at a current operating point with an engine speed n at about 1500 rpm ( 5 ) and with an engine torque M at 200 Nm ( 6 ). Like from the 7 shows, the adaptation process .DELTA.t _{a is started} with the switching time t _E , without current, learned pre-control parameters A _Vx , φ _Vx in the data table 25 , The adaptive method adapts the adaptation parameters A _Fx , φ _Fx (filter weights) until the correcting signal u (n) ( 7 ) is achieved.

In the adaptive method, the current total parameters A _G , φ _G in the updating process in the self-learning data table 25 deposited.

In the 8th the behavior is shown when the operating point (1500 rpm, 200 Nm) is reached again. In this case, already learned values (ie pre-control parameter A _Vx , φ _Vx ) are for the operating point in the data table 25 deposited, which the function block 28 to provide. The actuating signal u (n) therefore reaches in the 8th much faster its final value, with which a complete vibration compensation is achieved. In addition, the adaptive filter is relieved, since a large part of the compensation is already achieved by the feedforward V.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102004015036 B4 [0002]
• US 7974769 B2 [0003, 0004, 0005, 0006]

Claims (10)

Device for controlling an active bearing system, in particular an active assembly bearing ( 3 ), a motor vehicle, with an adaptive control loop (R) having an adaptive control unit ( 11 ), with which an actuator ( 13 ) of the storage system with a control signal (u (n)) can be controlled, which reduces an interference signal acting on the storage system (d (n)), and an error sensor ( 15 ), which detects a current error signal (e (n)) of the storage system and to the control unit ( 11 ), in which in an adaptation process (Δt _a ) at least one adaptation parameter (A _F , φ _F ) required for generating the actuating signal (u (n)) can be adapted until the error sensor ( 15 ) detected error signal (e (n)) is sufficiently minimized or is at zero, which device in addition to the adaptive control loop (R) a parallel working feedforward control (V) with a pilot control unit ( 23 ), in which, different engine speeds and loads associated input control parameters (A _Vx , φ _Vx ) are stored, which pre-control parameters (A _Vx , φ _Vx ) in dependence on the current engine speed and load (n, M) and together with that of the control unit ( 11 ) Generated response parameter (A _{F, F)} φ a total parameter (A _{G, G)} φ form, from which the actuating signal (u (n)) can be generated, characterized in that for updating the (in the pilot unit 23 ) stored pilot control parameters (A _vx , φ _vx ) of the total parameters (A _G , φ _G ) via a return line ( 14 ) to the pilot control unit ( 23 ) traceable and assigned to the corresponding engine speed and load (n, M) in the pilot control unit ( 23 ) as an updated pilot control parameter (A _Vx , φ _Vx ) can be stored. Apparatus according to claim 1, characterized in that the adaptation parameter (A _F , φ _F ) and the pilot control parameter (A _vx , φ _vx ) in a function _block ( 29 ) are superposable to each other to the total parameter (A _G , φ _G ), and that in the signal flow direction after the function block ( 29 ) of the total parameter (A _G , φ _G ) via the return line ( 14 ) to the pilot control unit ( 23 ) is traceable. Device according to Claim 1 or 2, characterized in that the data transfer of the overall parameter (A _G , φ _G ) to the pilot control unit ( 23 ) during the adaptation process (.DELTA.t _a ) is continuously carried out. Apparatus according to claim 1, 2 or 3, characterized in that the starting time (t _E ) of the adaptation process (.DELTA.t _a ) is associated with a, leading to a sudden change of the interference signal (d (n)) engine event, in particular a switching time at a Cylinder deactivation or cylinder connection of the vehicle engine or a connection of an internal combustion engine in a hybrid drive. Device according to one of the preceding claims, characterized in that in the pilot control unit ( 23 ) stored input control parameters (A _Vx , φ _Vx ) in a data table ( 25 ) are summarized, from which in dependence on the current engine speed and load (n, M) a corresponding pilot control parameter (A _Vx , φ _Vx ) is read out. Device according to one of the preceding claims, characterized in that an input of the pilot control parameters (A _Vx , φ _Vx ) in the pilot control unit ( 23 ) takes place in an update process, in particular during a stationary vehicle operation. Apparatus according to claim 6, characterized in that in the data table ( 25 ) for different operating points, each defined by an engine speed (n) and an engine torque (M), storage locations ( 29 ) are predefined for a deposit of _precontrol parameters (A _Vx , φ _Vx ). Apparatus according to claim 7, characterized in that the storage locations ( 29 ) of the data table ( 25 ) are at a first commissioning of the vehicle even without data allocation, that is, data-free, and that the data is used in particular during vehicle operation. Apparatus according to claim 6, 7 or 8, characterized in that the updating operation after reaching a compensation time (t _k ) is feasible, to which the detected error signal (e (n)) is minimized to a steady value or zero. Method for activating an active storage system, in particular with a device according to one of the preceding claims, in which an adaptive control unit (R) has an adaptive control unit ( 11 ) the actuators ( 13 ) Of the bearing system with a manipulated variable (u (n)) controls, is the one on the bearing system acting interference signal (e (n)) is reduced by the fact that (in an adaptation process .DELTA.t _a) at least one (for the generation of the control signal u (n )) required parameter (a _F, φ _F) is adjusted until the interference signal (e (n)) is sufficiently minimized, and (in a direction parallel to the adaptive control loop (R) operating feedforward V) different engine speeds and loads associated _Pre -control parameters (A _Vx , φ _Vx ) are stored, which are read in dependence on the current engine speed and load (n, M) and together with the adaptation parameter (A _F , φ _F ) a total parameter (A _G , φ _G ), from which the actuating signal (u (n)) is generated, characterized in that Updating the in the pilot unit ( 23 ) stored pilot control parameters (A _vx , φ _vx ) of the total parameters (A _G , φ _G ) to the pilot control unit ( 23 ) and stored under assignment to the corresponding engine speed and load (n, M) as an updated pilot control parameter (A _Vx , φ _Vx ).

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