EP3507477A1 - Détermination des états de fonctionnement d'un moteur à combustion interne par un régulateur d'alternateur d'une machine électrique couplée au moteur à combustion interne - Google Patents

Détermination des états de fonctionnement d'un moteur à combustion interne par un régulateur d'alternateur d'une machine électrique couplée au moteur à combustion interne

Info

Publication number
EP3507477A1
EP3507477A1 EP17751730.7A EP17751730A EP3507477A1 EP 3507477 A1 EP3507477 A1 EP 3507477A1 EP 17751730 A EP17751730 A EP 17751730A EP 3507477 A1 EP3507477 A1 EP 3507477A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
rotational speed
speed
electric machine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17751730.7A
Other languages
German (de)
English (en)
Inventor
Udo Schulz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3507477A1 publication Critical patent/EP3507477A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/008—Arrangements for controlling electric generators for the purpose of obtaining a desired output wherein the generator is controlled by the requirements of the prime mover
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/10—Control effected upon generator excitation circuit to reduce harmful effects of overloads or transients, e.g. sudden application of load, sudden removal of load, sudden change of load
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/48—Arrangements for obtaining a constant output value at varying speed of the generator, e.g. on vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/041—Starter speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30401—On-off signal indicating the engage or disengaged position of the clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3163—Using the natural frequency of a component as input for the control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5116—Manufacture, testing, calibrating, i.e. test or calibration of components during or soon after assembly, e.g. at the end of the production line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5118—Maintenance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70418—Current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7042—Voltage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/70673—Statistical calculations
    • F16D2500/70689—Statistical calculations using maximum or minimum values
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/71—Actions
    • F16D2500/7107—Others
    • F16D2500/7109—Pulsed signal; Generating or processing pulsed signals; PWM, width modulation, frequency or amplitude modulation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
    • H02P29/0241—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being an overvoltage

Definitions

  • the present invention relates to a method for determining a clutch state of a coupled to a clutch to an internal combustion engine drive train of a motor vehicle, and a computer program and a computing unit for its implementation.
  • the method is used to determine a clutch state of a drive train of a motor vehicle coupled to a clutch to an internal combustion engine, wherein the method is preferably carried out by a computing unit, in particular by a controller for an electrical machine, which is coupled to the internal combustion engine.
  • At least one speed pattern caused by the internal combustion engine is detected from the time profile of the rotational speed of the internal combustion engine, which determines the time profile of the mean value of the engine
  • Speed has superimposed oscillation with at least one amplitude.
  • the mean value of the rotational speed of the internal combustion engine is in this case also determined from the time profile of the rotational speed within a definable time interval, which typically comprises several periods of the oscillation.
  • the determinable time interval can result from a certain number of oscillation periods of the instantaneous speed, but should have at least one oscillation period caused by compressions and decompressions and / or a working stroke of the cylinder of the internal combustion engine.
  • a clutch state is then concluded when, within a further time interval, a characteristic change in the rotational speed of the internal combustion engine and a characteristic behavior of the amplitudes are detected.
  • the load of the internal combustion engine is determined in this state only by the engine friction torque, which is caused in particular by the compression and decompression of the cylinder. Since the output of torque by the internal combustion engine as a rule does not occur within a coupling process, on the one hand a clear decrease in the amplitudes of the rotational speed oscillation can be recognized, since the amplitude height is generally proportional to the output torque of the internal combustion engine.
  • Another criterion is that, in combination with a characteristic change in the amplitude height, a reliable detection of a clutch state is permitted.
  • the characteristic behavior of the rotational speed or amplitudes in relation to a clutch state is to be understood as the above-described changes in the rotational speed or gradient of the rotational speed and / or the change in the mean value of the rotational speed, and the decrease in the amplitude height in comparison to the mean value of the rotational speed associated with such a coupling state.
  • another suitable reference value can also be used to determine the amplitude.
  • a characteristic behavior of the rotational speed and / or a characteristic behavior of the amplitude before and / or after the time interval is also used to determine the coupling state. when determining the condition of the coupling. account.
  • a characteristic behavior of the rotational speed and / or after a supposedly characteristic event that takes place within the time interval is also used to determine the coupling state.
  • a corresponding clutch state can be detected even better. Since the engagement or disengagement is typically used for a gear change, this can be reliably detected by comparing the characteristic speed curves before and after each time interaction.
  • the characteristic change of the rotational speed is detected when the gradient of the rotational speed exceeds a threshold value. Since in the state of Auskoppeins of the internal combustion engine, the speed drops to the idle belt and the braking effect is determined in this state essentially by the friction torque of the internal combustion engine and thus by the compression and decompression of the free-wheeling cylinders, a characteristic gradient of a speed drop can be determined, the Setting a threshold can serve. Thus, if such a threshold value of a gradient of the rotational speed is exceeded, a necessary condition for the presence of a clutch state is met.
  • the characteristic behavior of the amplitude or of the amplitudes can be recognized by the fact that a further threshold value is undershot.
  • Another sufficient criterion for determining the state of coupling is the decrease in amplitude caused by the absence of torque output by the engine Internal combustion engine is effected. If the amplitude thus falls below a further threshold value in a characteristic time range, this can serve as a sufficient criterion for determining a coupling state. From a combination of the necessary or sufficient criterion described above, for determining a coupling state, can be concluded very reliably on the presentation of such a coupling state.
  • the exciter current of the electric machine is regulated in a respective clutch state and / or in sequence to a respective clutch state such that the drag torque of the electric machine is adapted to the respective clutch state.
  • the generator load can be adjusted by a corresponding reduction of the generator excitation upon detection of the closing of a clutch or the opening of a clutch according to the respective state of the internal combustion engine. This is both during a clutch state but also after a respective coupling state possible.
  • the excitation current is parameterized with specification of a nominal voltage and / or a nominal current of the motor vehicle electrical system, or specification of a maximum current output, wherein the maximum current output and / or the maximum exciter current, preferably according to operating states, in particular the corresponding clutch states , is regulated.
  • a corresponding control of the electric machine in particular a nearly Schleppmomentlaunchs running the electric machine, especially during acceleration processes of the internal combustion engine, or a corresponding reduction of Bremsmomentbeaufschlagung the electric machine, for example, in idle mode, or be implemented during a Kupplungszu- state.
  • a control can also be regulated by regulating a maximum current to be delivered to the motor vehicle electrical system, wherein this maximum current can in turn be parameterized depending on the respective operating states of the internal combustion engine, in particular the clutch states.
  • Such a parameterization can be done either numerically, or by querying the stored in a
  • the arithmetic unit is therefore configured to execute the method, which means that the arithmetic unit has a corresponding arithmetic processor and / or a corresponding data memory with a computer program stored thereon, and / or is set up by a corresponding integrated circuit to execute the method according to the invention.
  • the integrated circuit can in this case be designed in particular as an ASIC (Application Specific Integrated Circuit).
  • the execution of the method in a controller of the electric machine is also advantageous because both the evaluation of the signals, the determination of the respective clutch states and adjusting the electrical machine based on the determined clutch states, without additional external communication connections and independent of an external computational, Memory, and / or rule architecture can be done.
  • a data carrier in particular a memory
  • Suitable data carriers for providing the computer program are, in particular, magnetic, optical and / or electrical memories, as are frequently known from the prior art.
  • FIG. 1 shows an internal combustion engine and a coupled to the internal combustion engine according to the invention electrical machine in a first schematic representation
  • FIG. la shows an enlarged view of a characteristic time interval of at least one operating state of Figure 4.
  • a motor vehicle 1 is shown, which is driven by an internal combustion engine 12.
  • the internal combustion engine 12 is coupled to a drive train 2, via which by means of a clutch 4 and a transmission 6, the torque generated by the internal combustion engine 12 for driving the motor vehicle 1 is transmitted to the wheels 8.
  • a generator-operable electric machine 14 is coupled.
  • the internal combustion engine 12 with the electrical machine coupled thereto is shown to illustrate an already known control system for controlling the voltage in a motor vehicle electrical system 10 in an enlarged to Figure la representation.
  • the vehicle electrical system 10 is fed by means of the coupled to the internal combustion engine 12 electric machine 14, wherein the electric machine 14 by means of a coupling element 16, typically a belt drive, is driven by the internal combustion engine 12.
  • a computing unit 18 in the form of a controller 20 is provided, which adjusts the excitation current of the electrical machine in accordance with the vehicle electrical system voltage.
  • the corresponding states are typically determined by a control device 22 assigned to the internal combustion engine 12 or the clutch 4 whereupon the control unit 22 transmits control signals via a communication connection 24 to the controller 20 in order to set an excitation current of the electric machine 14 in accordance with the respective operating state or coupling state.
  • the internal combustion engine 112 pulses the torque to the crankshaft.
  • the frequency of the torque output of the cylinders to the crankshaft is determined by the current speed of the internal combustion engine 112 and the number of cylinders of the internal combustion engine 112. In a four-stroke engine, the frequency of the torque output is determined according to the formula:
  • ⁇ is the speed of the crankshaft in revolutions per minute and the speed nßkm the internal combustion engine 112 corresponds.
  • phase signal 120a (see Figure 3) of the electric machine 114 due to the fixed coupling between the electric machine 114 and the internal combustion engine 112.
  • the method according to the invention is described by means of a computing unit 118, on which the method is carried out.
  • the electric machine 114 For control and evaluation tion, the electric machine 114, the inventive computing unit 118 in the form of a regulator 120.
  • the arithmetic unit 118 is set up to determine from the phase signal 121 a time profile of a rotational speed 122.
  • the rotational speed 122 or nGen of the electric machine in the case of a belt drive between the electric machine 114 and the internal combustion engine 112 is correlated with each other via a corresponding transmission ratio. Accordingly, with knowledge of this transmission ratio and determination of the rotational speed 122 of the electric machine 114, the rotational speed ⁇ of the internal combustion engine 112 can be determined directly.
  • the time profile of the speed 122 is analyzed by the arithmetic unit 118, and a speed pattern 128 to 138 (see FIGS. 4 and 5) derived from the characteristic pulse-like vibrations of the internal combustion engine 112 is derived from the time profile of the speed 122.
  • the speed patterns 128 to 138 have, in addition to the oscillations, a characteristic behavior of the rotational speed ⁇ or the rotational speed 122 or nGen of the electric engine 114 directly coupled to the internal combustion engine 112, which is due to a corresponding clutch state 128a to 138a.
  • a characteristic behavior of the rotational speed 122 is such that the rotational speed has a steeply decreasing gradient of the rotational speed or a sharply decreasing gradient of the rotational speed within a characteristic time interval Etc (compare FIGS. 4 a-f and 5).
  • the gradient of the rotational speed or the sharply varying gradient of the rotational speed 122 within a characteristic time interval A t can be used as a sufficient criterion for the presence of a clutch state 128 a to 138 a.
  • the speed patterns 128 to 138 have the characteristic oscillations mentioned above with corresponding amplitudes A (Ai-A 3 ) and ripples W (compare FIGS. 4 af and 5).
  • the ripple or the amplitudes A of the oscillation can be quantified particularly simply by comparison with a mean value DMD of the rotational speed 122, wherein the arithmetic unit 118 is set up to determine a corresponding mean value DMD of the rotational speed and store it, if necessary.
  • the mean value DMD of the rotational speed 122 can be determined within a definable time interval, wherein the time interval for determining the mean value DMD of the rotational speed 122 should have a plurality of oscillations, but at least one oscillation O. Furthermore, the amplitude A of the oscillation O or its ripple W can be determined by the arithmetic unit 118.
  • the amplitude A (see FIG. 5) is the absolute difference between at least one maximum of the oscillation O and the mean value DMD of the rotational speed 122 and the waviness W corresponds approximately to twice the amplitude A.
  • these two criteria are a selection criterion for recognizing such a coupling state 128a to 138a.
  • the detection can basically be carried out on the basis of threshold values, wherein a threshold value Si can be defined for the gradient of the rotational speed 122, and if this threshold value Si is exceeded, the presence of a rotational speed gradient criterion for detecting a clutch state 128a to 138a can be assumed.
  • a further threshold value S2 can be provided for the amplitudes A, it being possible to conclude correspondingly when the threshold value S2 falls below the presence of a coupling state.
  • the threshold values Si or S2 can be selected on the basis of machine parameters of the internal combustion engine 112 or of the electric machine 114 such that a clutch state 128a to 138a can be reliably prevented from other operating states of the internal combustion engine. machine 114 can be distinguished.
  • Hints for example, for the thresholds Si here offers the gradient for a drop of the engine 114 with a deactivated ignition or injection, wherein the decrease or gradient of the rotational speed 122 within this range essentially by the friction moments within the internal combustion engine 112 and the braking torques of coupled thereto aggregates, in particular the electric machine 114 are effected.
  • FIG. 2b shows a further exemplary embodiment similar to FIG. 2a.
  • Identical or comparable features to FIG. 2a have been identified by the same reference number but with a further letter (b).
  • the electric machine 114b has a rotation speed sensor 115b connected to the electric machine 114b.
  • the rotational speed sensor 115b is fixed to the electric machine such that it can determine the rotational speed nGen of the rotor of the electric machine 114b.
  • the rotational speed nGen or 122 determined by means of the rotational speed sensor 115b can be used in the same way as the rotational speed determined by means of a phase signal 121 in order to determine the clutch states 128a to 138a.
  • FIG. 2c shows a further exemplary embodiment of the present invention. Identical or comparable features to FIGS. 2a and 2b have been identified by the same reference number but with a further letter c.
  • the respective clutch state 128a and 132a is determined by the computing unit 118c.
  • the arithmetic unit 118c which is designed in the form of a controller 120c of an electric machine 114c, is also configured to recognize the respective clutch state 128a to 138a (see FIG.
  • phase signal 121 is one of the phase voltages 121a of the electric machine 114. It is understood that basically any desired phase voltage of one or more phases of the electric machine 114, but also the respective phase currents, can be used to derive the speed signal of the electric motor 114 electric machine 114 and the speed signal and the Speed pattern 128 to 138 to determine the coupled thereto internal combustion engine 112 (not shown). When using more than one phase voltage, a correspondingly higher temporal resolution of the speed signal can be achieved (not shown).
  • the phase voltage 121a extends in a generator with current output in a first approximation rectangular.
  • An average phase time T phase can be detected at this signal of the phase voltage 121a, which can best be determined on the steep edges of the phase voltage 121a.
  • the corresponding values of the rotational speed 122 and a mean rotational speed 122a, the mean value DMD of the rotational speed 122 within corresponds to a time interval, are also shown in Figure 3 as points or as a line.
  • the time interval can in particular be selected such that it is averaged over a plurality of oscillations.
  • the speed can preferably be determined digitally.
  • the instantaneous speed ⁇ can be determined digitally.
  • the controller 118 may store a fixed number of rotational speed values in a memory, for example in a shift register (not shown) and at least within one oscillation cycle, respectively determine a maximum and a minimum instantaneous speed of the electric machine 114 and / or the internal combustion engine 112. At the maximum and minimum len instantaneous speeds are preferably the peak speeds in each detected time range.
  • the difference between these rotational speeds is a measure of the torque output by the internal combustion engine 112 (waviness W).
  • W the torque output by the internal combustion engine 112
  • the speed can be determined on the basis of the rising and falling edges of the phase voltage 121 a for a better resolution.
  • any number of rotational speed values can be recorded in the memory, although approximately one complete cycle of a vibration should be recorded for an evaluation.
  • the clutch states 128a to 138a are described in terms of the rotational speed curve nGen of an electric machine 114 and the characteristic speed curve during a time interval ⁇ t and the characteristic amplitudes Ai, A2, A3 of an oscillation O before a clutch state, during a clutch state and after a clutch state.
  • the clutch states 128a to 138a are characteristic of clutch operations of clutches 4, in particular single clutches.
  • both the oscillation O and the amplitudes Ai to A3 are measurably changed in the respectively illustrated observation periods of the rotational speed curve 122.
  • FIG. 4 a) shows a first clutch state 128 a in which, within the time interval ⁇ t, a disengagement and engagement process for shifting up within the transmission 6 is effected.
  • the upshift generally refers to the gear shift from a low gear ratio to a higher gear ratio
  • a downshift refers to the gear shift from a higher gear ratio to a lower gear speed.
  • the switching process which is depicted in FIG. 4 a, is also carried out under the additional boundary condition of a substantially constant power of the internal combustion engine 114. It can be seen here that the amplitude Ai of the oscillation O in comparison to the amplitude A3 after the switching operation is relatively small in the time range before the switching operation within the time interval ⁇ t. This is because, due to the low rotational speed 122 after the clutch operation 128a and the constant power of the engine 112, the torque M must be increased correspondingly to satisfy the aforementioned equation. The increased torque is in turn accompanied by an increased oscillation A3 in the time course of the rotational speed 122.
  • FIG. 4b shows a downshift at constant power P and a correspondingly further clutch state 130a.
  • the coupling state 130a as such is in turn recognizable on the basis of the gradient G of the time profile of the rotational speed 122 and of the characteristic amplitudes A2 in the time interval ⁇ t.
  • the course of the amplitudes Ai and A3 before and after the coupling state 130a have characteristic amplitudes Ai and A3, wherein the amplitudes Ai before the coupling state 130a are greater than the amplitudes A3 after the coupling state 130a, which in turn due to the condition of constant power P. is.
  • FIG. 4c shows a further clutch state 132a with a corresponding speed pattern 132 of the rotational speed 122.
  • an upshift is shown with increasing power P.
  • the clutch state 132a within the time interval ⁇ t is shown with a sharply decreasing rotational speed 122 with rotational speed gradient G and corresponding amplitude curve A2, as has also previously been described in a similar form.
  • the rotational speed curves Ai and A3 before and after the clutch state 132a have corresponding amplitudes Ai and A3, the amplitudes Ai being correspondingly smaller compared to the amplitudes A3, which in turn results from the power relation (before to after) of the previously described equation results.
  • FIG. 4d shows a further clutch state 134a for an upshifting operation with decreasing power P of the internal combustion engine 112.
  • the clutch state 134a with the associated speed pattern 134 is shown within the time interval At, the speed curve 122 has a sharply falling gradient G and a corresponding characteristic amplitude A2 in the time domain At.
  • the amplitudes Ai and A3 before and after the coupling state 134a, respectively, are such that the amplitudes A3 are larger in comparison to the amplitudes Ai in order to once again fulfill the power relation P of the internal combustion engine 112.
  • the output torque M of the internal combustion engine 112 and therefore also the corresponding amplitudes Ai and A3 can vary accordingly.
  • the speed history 122 hereby shows a typical downshift operation with increasing power P of the engine 112.
  • the amplitudes Ai before the clutch state 136a within the time interval At are slightly larger than the amplitudes A3 after the clutch state 136a, since the speed 122 has also increased accordingly ,
  • FIG. 4f shows a further exemplary clutch state 138a with the speed curve 138.
  • the clutch state 138a is shown within the time interval At with the characteristic amplitude A2 of the rotational speed 122 and the gradient G steeply falling down to the idling rotational speed L.
  • the related shift is a downshift with decreasing power P of the engine 112. It can be seen that the amplitude Ai before the shift is slightly larger due to the lower speed 122 than after the shift (amplitude A3). Basically, it is understood that even more switching operations with varying power P are conceivable, which basically have a similar course of the rotational speed 122, and in which the switching operations can be detected in a comparable manner.
  • FIG. 5 shows an enlarged illustration of the characteristic time interval ⁇ t with the speed curve 122.
  • the speed thresholds Si for the detection of the gradient G of the rotational speed 122, which corresponds approximately to the slope of the average rotational speed DMD, and a rotational speed threshold band S2 for determining the characteristic amplitudes A2, respectively, are indicated determine appropriate detection criteria for a detection of a clutch state 128a to 138a.
  • the speed threshold value band S2 here has a lower threshold S21 and an upper threshold S22.
  • the threshold values Si or S2 can be selected according to the system parameters of the internal combustion engine 112 in order to be able to reliably detect a corresponding clutch state 128a to 138a.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé pour identifier un état d'embrayage (128a à 138a) d'une chaîne de transmission (2) d'un véhicule à moteur (1) couplée à un moteur à combustion interne (112) par un embrayage (4), comprenant les étapes suivantes : détermination de la courbe temporelle d'un régime (n) corrélé au régime (nΒΚΜ) du moteur à combustion interne (112), détermination, à partir de la courbe temporelle du régime (nΒΚΜ), d'au moins un modèle de régime (128 à 138) produit par le moteur à combustion interne (112) qui présente une oscillation (O) ayant au moins une amplitude (A), superposée à la courbe temporelle de la valeur moyenne (DMD) du régime (nΒΚΜ). Un état d'embrayage (128a à138a) est déduit de la détection de modifications caractéristiques du régime (nΒΚΜ) et d'un comportement caractéristique des amplitudes (a9) dans un intervalle de temps (Δt). En outre, l'invention concerne une unité de calcul (118) correspondante laquelle est conçue pour mettre en œuvre ledit procédé, une machine électrique comportant ladite unité de calcul ainsi qu'un programme informatique correspondant pour la mise en oeuvre du procédé.
EP17751730.7A 2016-09-01 2017-08-10 Détermination des états de fonctionnement d'un moteur à combustion interne par un régulateur d'alternateur d'une machine électrique couplée au moteur à combustion interne Withdrawn EP3507477A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016216519.4A DE102016216519A1 (de) 2016-09-01 2016-09-01 Ermitteln eines Kupplungszustands eines mit einer Kupplung an eine Brennkraftmaschine gekoppelten Antriebsstrangs eines Kraftfahrzeugs
PCT/EP2017/070283 WO2018041586A1 (fr) 2016-09-01 2017-08-10 Détermination des états de fonctionnement d'un moteur à combustion interne par un régulateur d'alternateur d'une machine électrique couplée au moteur à combustion interne

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EP3507477A1 true EP3507477A1 (fr) 2019-07-10

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EP17751730.7A Withdrawn EP3507477A1 (fr) 2016-09-01 2017-08-10 Détermination des états de fonctionnement d'un moteur à combustion interne par un régulateur d'alternateur d'une machine électrique couplée au moteur à combustion interne

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EP (1) EP3507477A1 (fr)
CN (1) CN109642511A (fr)
DE (1) DE102016216519A1 (fr)
WO (1) WO2018041586A1 (fr)

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CN112922732B (zh) * 2019-12-05 2023-02-21 联合汽车电子有限公司 转速同步控制方法及系统

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19547832C2 (de) * 1995-12-21 2002-04-18 Grundig Ag Verfahren und Schaltungsanordnung zur Drehzahlermittlung eines mit einem Generator gekoppelten Verbrennungsmotors
JP4154848B2 (ja) * 2000-03-15 2008-09-24 株式会社デンソー 車両用交流発電機装置
JP2002201974A (ja) * 2000-12-28 2002-07-19 Honda Motor Co Ltd 船舶用内燃機関のアイドル回転数制御装置
DE10354654B4 (de) * 2003-11-22 2014-09-18 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
DE102009046495A1 (de) 2009-11-06 2011-05-12 Robert Bosch Gmbh Verfahren zum Betrieb einer automatisierten Parkbremse in einem Motorfahrzeug
DE102010062352A1 (de) * 2010-12-02 2012-06-06 Robert Bosch Gmbh Ermittlung eines Kupplungszustands in einem Hybridfahrzeug
JP5808205B2 (ja) * 2011-09-07 2015-11-10 日産自動車株式会社 自動変速機のコーストダウンシフト制御装置
DE102011115927A1 (de) * 2011-10-13 2013-04-18 Audi Ag Verfahren und Vorrichtung zum Erkennen von Drehzahl-/Drehmomentschwankungen in einer Antriebsvorrichtung
DE102011090149A1 (de) * 2011-12-30 2013-07-04 Robert Bosch Gmbh Verfahren zur Ansteuerung eines Organs im Luftzufuhrtrakt einer Brennkraftmaschine, insbesondere einer Drosselklappe
DE102012204751B4 (de) 2012-03-26 2018-12-20 Robert Bosch Gmbh Verfahren zur Überprüfung einer Erregerstrommessung einer Synchronmaschine im Generatorbetrieb
DE102013217968B3 (de) * 2013-09-09 2015-01-22 Robert Bosch Gmbh Phasenregelschleife, Generatorsteuereinrichtung und Verfahren zum Ansteuern eineselektrischen Antriebssystems eines Hybridfahrzeugs

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WO2018041586A1 (fr) 2018-03-08
DE102016216519A1 (de) 2018-03-01

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