DE102019111478A1 - Control device and method for operating a hybrid drive - Google Patents

Abstract

The invention relates to a control device for a hybrid drive which comprises an internal combustion engine, an electric machine, at least one torsional vibration damper and an electronic control unit, the torsional vibration damper being designed for optimum vibration damping with the full number of cylinders of the internal combustion engine in internal combustion engine operation and the control unit being designed in this way that the electric machine supplements the missing cylinder ignition-dependent torque excitations of the deactivated cylinders at least almost equally until all cylinders of the internal combustion engine are switched on again when the internal combustion engine's cylinders are only partially switched off.

Description

The invention relates to a control device and a method for operating a hybrid drive for a motor vehicle with at least one electric drive motor (also called electric machine or electric motor for short) and with an internal combustion engine (also called internal combustion engine (ICE)), each of which is used individually or together can to generate a drive torque that is usually requested at a transmission output of the vehicle.

The EP 2 911 928 B1 relates to a method for stabilizing torsional vibrations in a drive train, which has an internal combustion engine, in particular a reciprocating piston engine, and at least one additional machine connected to it, in particular an electrical machine, with a torque pulse being introduced into the drive train from the internal combustion engine during at least a first phase, and The additional machine generates at least one torque pulse for stabilizing torsional vibrations, the torque pulse of the additional machine being introduced into the drive train during at least one second phase following the first phase, out of phase with the torque pulse of the internal combustion engine. The EP 2 911 928 B1 thus, to create a comfort-increasing solution for conventional internal combustion engines with three or fewer cylinders, which are disadvantageous from a vibration and torsional vibration point of view.

The object of the invention is to improve the comfort and dynamics of the vehicle in a control unit and a method for operating a hybrid drive while maintaining the reduction in consumption.

This object is achieved by the features of the independent patent claims. The dependent claims relate to advantageous developments of the invention.

The independent patent claims represent both independent inventive alternatives and technical teachings that can be implemented in combination.

The invention relates to a control device for a hybrid drive which comprises an internal combustion engine, an electric machine, at least one torsional vibration damper and an electronic control unit, the torsional vibration damper being designed for optimal vibration damping with the full number of cylinders of the internal combustion engine during internal combustion engine operation.

Furthermore, the control unit is designed in such a way that the electric machine supplements the missing cylinder ignition-dependent torque excitations of the deactivated cylinders at least almost equally until all cylinders of the internal combustion engine are switched on again when the cylinders of the internal combustion engine are only partially switched off. Partial cylinder operation or operation with partly deactivated cylinders means that some cylinders of the internal combustion engine are not fired and therefore do not deliver any torque excitations.

Alternatively or additionally, the control unit is designed in such a way that, in purely electric motor mode, the electric machine simulates the cylinder ignition-dependent torque excitations of the switched-off internal combustion engine at least almost equally until the internal combustion engine is switched on again.

The property of a torsional vibration damper (in particular a rotating mass oscillator) is that damping masses mounted in oscillation are functionally matched to the number of cylinders specific stimuli of the internal combustion engine.

1. 1. Grunderkenntnis:
   • Einsatz mindestens eines bestimmten Drehschwingungsdämpfersystems in Form eines Drehschwingungstilgers, vorzugsweise als Kombination aus Drehschwingungsdämpfer und Drehschwingungstilger, und Aufrechterhaltung der Dämpfung dieses Drehschwingungstilgers (insbesondere ausgeführt als drehzahlsensitiver Massenschwinger oder Fliehkraftpendel) bei unterschiedlichen Anregungsfrequenzen basierend auf Motorordnungen des Verbrennungsmotors mittels entsprechender Drehmomentanregungen aus der elektrischen Maschine:
     • Die Erkenntnis basiert auf einer Analyse des Schwingungsverhaltens eines Hybrid-Antriebsstrangs mit mindestens einem drehzahlsensitiven Drehschwingungstilger, vorzugsweise Massenschwinger, bei einer selektiven Zylinderabschaltung.

The invention is based on the following two basic findings, which are relevant either individually or in combination with one another:

1. 1. Basic knowledge:
   • Use of at least one specific torsional vibration damper system in the form of a torsional vibration damper, preferably as a combination of torsional vibration damper and torsional vibration damper, and maintaining the damping of this torsional vibration damper (in particular designed as a speed-sensitive mass oscillator or centrifugal pendulum) at different excitation frequencies based on engine orders of the internal combustion engine by means of corresponding torque excitations from the electric machine:
     • The knowledge is based on an analysis of the vibration behavior of a hybrid drive train with at least one speed-sensitive torsional vibration damper, preferably a mass oscillator, with selective cylinder deactivation.

According to the invention, at least one engine order-specific torsional vibration damper is integrated in the drive train, which ensures damping of the speed vibrations in the drive train, preferably for comparatively low rotational speeds. These are matched to the number of cylinders in the combustion engine. In the event of cylinder deactivation, these torsional vibration absorbers lose a large part of their effectiveness.

To maintain the damping effect, according to the invention, in the case of cylinder deactivation by the electric machine, which is preferably integrated between the internal combustion engine and the torsional vibration damper (in particular in the form of a speed-sensitive mass oscillator), the excitation frequency for the speed-sensitive mass oscillator (DSM) is maintained. The electric machine represents a frequency-controlled torque source that supplements the torque excitations of the missing cylinders of the internal combustion engine through targeted torque excitations generated by an electric motor. For this purpose, a torque excitation with a similar amplitude and shape is initiated by the electric machine synchronously to the missing torque excitations of the deactivated cylinder.

• 2. Grunderkenntnis:
  • Erhalt der Dämpfungswirkung eines Drehschwingungstilgers, vorzugsweise in Form eines drehzahlsensitiven Massenschwingers, in einem hybridischen Antriebsstrang im elektrischen Fahrmodus:
    • Wie oben bereits erwähnt wird erfindungsgemäß in einem hybridischen Antriebsstrang mit P1- oder P2-Topologie als Maßnahme zur Dämpfung bzw.

An additional torsional vibration damper, e.g. in the form of a spring stage, is preferably integrated between the internal combustion engine and the electrical machine in order to pre-dampen the torque excitations of the internal combustion engine so that the torque excitations by the electrical machine do not have to be at the level of the torque excitations of the internal combustion engine.

• 2. Basic knowledge:
  • Preservation of the damping effect of a torsional vibration damper, preferably in the form of a speed-sensitive mass oscillator, in a hybrid drive train in electric driving mode:
    • As already mentioned above, according to the invention, in a hybrid drive train with P1 or P2 topology as a measure for damping or

To eradicate the torsional vibrations of the internal combustion engine, a torsional vibration damper (in particular a rotating mass oscillator) is provided, the oscillating damping mass of which is functionally matched to the cylinder number-specific excitation of the internal combustion engine.

In an electric driving mode, there is typically no excitation by the internal combustion engine, with the rotating mass oscillator or the torsional vibration damper losing its damping properties.

When the internal combustion engine is suddenly restarted after a purely electric drive, the oscillating rotating masses need a finite time to develop the damping effect. This can lead to impairments in comfort during the transition from purely electric driving to hybrid and / or internal combustion engine driving.

According to the second (additional or alternative) idea according to the invention, a torque curve similar to the excitation by the cylinders of the internal combustion engine is therefore impressed on the torque of the electric machine in purely electric driving, with the aim of keeping the downstream torsional vibration damper in function with regard to its damping effect.

• Bei einem Wiederstart des Verbrennungsmotors und der nötigen Zugkraft-Überbrückung durch die elektrische Maschine bis zur Zugkraftübernahme durch den befeuerten Verbrennungsmotor werden unerwünscht erhebliche Energien aufgewendet und es vergeht Zeit.

The invention is also based on the following further educational findings:

• When the internal combustion engine is restarted and the necessary tractive force bridging by the electrical machine until the tractive force is taken over by the fired internal combustion engine, considerable amounts of energy are undesirably expended and time passes.

In known hybrid drive topologies with a separating clutch between the internal combustion engine and the electric motor, the internal combustion engine is usually decoupled by opening the separating clutch during purely electric driving. Purely electric driving with a towed or coupled combustion engine has not been used up to now due to the high drag torque.

In an advantageous development, the invention provides, under specified operating conditions, in particular in the state of purely electric driving and / or during recuperation, not to decouple the internal combustion engine (if at all possible), but rather to reduce the drag torque of the internal combustion engine as best as possible.

It is proposed according to the invention, in particular, to control gas exchange valve control devices (for cylinder inlet and cylinder outlet valves), which are actually intended for filling control in a fired internal combustion engine, in the sense of an at least almost complete, preferably complete, permanent closing of the inlet and outlet valves in unfired operation of the internal combustion engine . The unfired, dragged operation of the internal combustion engine is preferably activated with inlet and outlet valves closed in this way, either with purely electric driving (positive drive torque) under certain conditions or with recuperation (negative drive torque) under certain conditions.

With the development according to the invention, in unfired operation of the internal combustion engine, both in hybrid architectures that have a fixed coupling of the electrical machine to the internal combustion engine and in hybrid architectures that have a disconnecting clutch between Combustion engine and electrical machine have, by closing the inlet and outlet valves on the combustion engine, the drag torque is significantly reduced.

A particularly advantageous embodiment for closing the valves both when towing purely electric driving and when towing recuperation is a fully variable valve lift control on the inlet side and a simple shutdown of the valve drive on the outlet side by means of switching actuators. To explain the basic structure of a possible valve control device for fully variable valve lift control, reference is made to, for example DE 101 23 186 A1 pointed out.

It is pointed out that additional features of a patent claim dependent on an independent patent claim without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim can form a separate invention independent of the combination of all features of the independent patent claim, which can be made the subject of an independent claim, a divisional application or a subsequent application. This applies equally to the technical teachings described in the description, which can form an invention that is independent of the features of the independent claims.

According to a further aspect, a software (SW) program is used in a control unit. The SW program can be set up to be executed on a processor of the control unit (e.g. on a control unit of a vehicle) and thereby to execute the method described in this document.

According to a further aspect, a storage medium is described. The storage medium can comprise a SW program which is set up to be executed on a processor and thereby to execute the method described in this document.

It should be noted that the methods, devices and systems described in this document can be used both alone and in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices and systems described in this document can be combined with one another in diverse ways. In particular, the features of the claims can be combined with one another in diverse ways.

• 1 schematisch ein Fahrzeug mit einem Hybrid-Antriebsstrang, der wahlweise als P1 oder P2 Architektur ausgestaltet sein kann, und mit einer elektronischen Steuereinheit zur erfindungsgemäßen Ansteuerung der elektrischen Maschine als Elektro-Antriebsmotor,
• 2 eine erste Alternative zur erfindungsgemäßen Ansteuerung der elektrischen Maschine und
• 3 eine zweite Alternative zur erfindungsgemäßen Ansteuerung der elektrischen Maschine.

The invention is described in more detail below on the basis of exemplary embodiments. It shows

• 1 schematically a vehicle with a hybrid drive train, which can optionally be designed as a P1 or P2 architecture, and with an electronic control unit for controlling the electric machine according to the invention as an electric drive motor,
• 2 a first alternative to the inventive control of the electrical machine and
• 3 a second alternative to the control of the electrical machine according to the invention.

1 includes an internal combustion engine 3 and an electric machine (electric motor) 5 that can be used individually or together to generate drive torque for a vehicle 1 to generate. The internal combustion engine 3 and the electric machine 5 are arranged in such a way that the torques generated by the respective drive motor add up to a total drive torque, for example via a transmission 7th and an output shaft of the transmission 7th usually on at least two drive wheels of the vehicle 1 is transmitted. The electrical energy for operating the electrical machine 5 is stored in an electrical energy storage device (not shown here) (e.g. 48V battery or high-voltage storage device).

The vehicle 1 further comprises an electronic control unit 10 (for example an engine control unit) which is set up to determine a requested total drive torque. The requested total drive torque can be provided by the driver of the vehicle, for example via an accelerator pedal 1 can be specified. For example, a driver can operate the accelerator pedal in order to request an increased overall drive torque. The control unit 10 can be set up to convert the requested total drive torque into a first torque for the internal combustion engine 3 and in a second moment for the electric machine 5 split up. In other words, the control unit 10 can be set up the internal combustion engine 3 and the electric machine 5 to operate depending on a requested total drive torque.

Furthermore shows 1 an optional disconnect clutch 8th through which the internal combustion engine 3 and the electric motor 5 can be decoupled. With this disconnect clutch 8th there is a so-called P2 hybrid topology. Without the disconnect clutch 8th there is a so-called P1 hybrid topology.

A torsional vibration damper 4th is preferably in the form of a spring absorber between the internal combustion engine 3 and the electric motor 5 arranged. A torsional vibration damper 9 is for example in the form of a centrifugal pendulum to the electric motor 5 downstream.

With the section plane A - A between the electric motor 5 and the torsional vibration damper 9 the place is indicated at which the sum MS of the torque excitations MV of the internal combustion engine 3 and the torque excitations ME of the electric motor 5 (please refer 2 and 3 ) works.

The internal combustion engine 3 preferably has a first valve control device for closing the inlet valves and a second valve control device for closing the outlet valves, which in combination with a functional module for drag torque reduction in the control unit 10 by closing the inlet and outlet valves enables an effective drag reduction. Finally, it is preferably before or in the gearbox 7th a starting element 6th provided in the form of a coupling. The devices for drag torque reduction are in 1 with the reference number 2 indicated.

The internal combustion engine 3 a hybrid drive can be partially or completely deactivated at least temporarily, for example in the case of (possibly purely) electrical operation of the hybrid drive and / or during recuperation in so-called overrun mode when the wheels of the vehicle drive the output shaft. The drive shaft of the deactivated internal combustion engine 3 can thus in an unfired towed operation of the electrical machine 5 (with the clutch closed 8th ) and / or from the wheels of the vehicle 1 driven and / or rotated. An unfired towed operation of the internal combustion engine 3 has the advantage that the internal combustion engine 3 can be re-fired at short notice and in an efficient manner to provide drive torque for the overall propulsion of the vehicle 1 to contribute.

The torsional vibration damper 9 is according to the invention to the optimal vibration damping with the full number of cylinders (here 4) of the internal combustion engine 3 designed for internal combustion engine operation.

• Die Steuereinheit 10 ist derart ausgestaltet, dass die elektrische Maschine 5 bei nur teilabgeschalteten Zylindern (hier Z2 und Z4) des Verbrennungsmotors 3 die fehlenden zylinderzündungsabhängigen Drehmomentanregungen MV der abgeschalteten Zylinder zumindest nahezu gleichermaßen als elektromotorische Drehmomentanregungen ME (Z2' und Z4') bis zum Wiedereinschalten aller Zylinder des Verbrennungsmotors 3 ergänzt. Mit MS ist das Summensignal der beiden Drehmomentanregungen MV und ME dargestellt.

Means 2 the effect of the method according to the invention is shown schematically or qualitatively according to the first alternative:

• The control unit 10 is designed such that the electrical machine 5 with only partially deactivated cylinders (here Z2 and Z4) of the combustion engine 3 the missing cylinder ignition-dependent torque excitations MV of the deactivated cylinders at least almost equally as electromotive torque excitations ME (Z2 'and Z4') until all cylinders of the internal combustion engine are switched on again 3 added. The sum signal of the two torque excitations MV and ME is shown with MS.

• Die Steuereinheit 10 ist derart ausgestaltet, dass die elektrische Maschine 5 im rein elektromotorischen Betrieb die zylinderzündungsabhängigen Drehmomentanregungen Z1 bis Z4 des abgeschalteten Verbrennungsmotors 3 bis zum Wiedereinschalten des Verbrennungsmotors 3 zumindest nahezu gleichermaßen als elektromotorische Drehmomentanregungen ME (Z1' bis Z4') simuliert.

Means 3 the effect of the method according to the invention is shown according to the second alternative:

• The control unit 10 is designed such that the electrical machine 5 In purely electric motor operation, the cylinder ignition-dependent torque excitations Z1 to Z4 of the switched-off internal combustion engine 3 until the combustion engine is switched on again 3 simulated at least almost equally as electromotive torque excitations ME (Z1 'to Z4').

Preferably the internal combustion engine 3 when the electrical machine is partially or completely switched off 5 dragged along, particularly with a P2 topology the clutch 8th remains closed.

The torsional vibration damper 4th that between the internal combustion engine 3 and the electric machine 5 is arranged, is preferably designed as a spring stage for vibration damping in the entire speed range.

The torsional vibration damper 9 that after the electric machine 5 is arranged, is preferably designed as a speed-dependent centrifugal pendulum for vibration damping in the comparatively low speed range.

The present invention is not restricted to the exemplary embodiments shown. In particular, it should be noted that the description and the figures are only intended to illustrate the principle of the proposed methods, devices and systems.

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• EP 2911928 B1 [0002]
• DE 10123186 A1 [0023]

Claims (10)

Control device for a hybrid drive which comprises an internal combustion engine (3), an electric machine (5), at least one torsional vibration damper (9) and an electronic control unit (10), - wherein the torsional vibration damper (9) is designed for optimal vibration damping in the case of combustion engine operation with the full number of cylinders of the combustion engine (3), - The internal combustion engine (3) being set up to perform full and partial cylinder operation and - the control unit (10) being designed in such a way that the electric machine (5) in partial cylinder operation of the internal combustion engine (3) detects the missing cylinder ignition-dependent torque excitations (MV) of the deactivated cylinders (Z2, Z4) at least almost equally by means of torque excitations (ME) generated by an electric motor until all cylinders of the combustion engine (3) are switched on again. Control device for a hybrid drive which comprises an internal combustion engine (3), an electrical machine (5), at least one torsional vibration damper (9) and at least one electronic control unit (10), - wherein the torsional vibration damper (9) is designed for optimal vibration damping in the case of internal combustion engine operation with the full number of cylinders of the internal combustion engine (3) and - the control unit (10) being designed in such a way that the electric machine (5) in purely electric motor operation the cylinder ignition-dependent torque excitations (MV) of the switched-off internal combustion engine (3) until the internal combustion engine (3) is switched on again at least almost equally by means of torque excitations generated by an electric motor ( ME) (ME) simulated. Control device according to Claim 1 or 2 , characterized in that the internal combustion engine (3) is dragged along by the electrical machine (5) in partially or completely switched off operation. Control device according to one of the preceding claims, characterized in that the internal combustion engine (3) has adjustment devices (2) for deactivating the inlet and outlet valve opening actuations and the control unit (10) is designed such that the inlet and outlet valve opening actuations are deactivated when the internal combustion engine (3) is at least partially or completely switched off by the electric machine (5). Control device according to one of the preceding claims, characterized in that an additional torsional vibration damper (4) is arranged between the internal combustion engine (3) and the electrical machine (5). Control device according to one of the preceding claims, characterized in that the torsional vibration damper (9) is arranged between the electrical machine (5) and a starting element (6). Control device according to one of the preceding claims, characterized in that the torsional vibration damper (4) is designed as a spring stage for vibration damping in the entire speed range. Control device according to one of the preceding claims, characterized in that the torsional vibration damper (9) is designed as a speed-dependent centrifugal pendulum for vibration damping in the comparatively low speed range. Method for operating a hybrid drive by means of a control unit (10) according to one of the preceding claims, - The torsional vibration damper (9) being designed for optimal vibration damping with the full number of cylinders of the internal combustion engine (3) in internal combustion engine operation and - wherein by means of the control unit (10) which controls the electrical machine (5), - In purely electric motor operation, the cylinder ignition-dependent torque excitations (MV) of the switched-off internal combustion engine (3) are simulated at least almost equally by means of electric motor-generated torque excitations (ME) until the internal combustion engine (3) is switched on again and / or - If the cylinders of the internal combustion engine (3) are only partially switched off, the missing cylinder ignition-dependent torque excitations (MV) of the deactivated cylinders (Z2, Z4) are supplemented at least almost equally by means of torque excitations (ME) generated by an electric motor until all cylinders of the internal combustion engine (3) are switched on again. Use of the method or the control device according to one of the preceding claims in P2 topology hybrid drives with the separating clutch (8) held closed between the internal combustion engine (3) and the electrical machine (5).

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