KR20150056065A - Method and device for adapting a loss torque of an internal combustion engine in a hybrid driving system - Google Patents

Abstract

The present invention relates to a method for adapting the torque loss of the internal combustion engine (2) in a hybrid drive system. Adaptation of the loss torque is performed using adaptive parameters. The method includes a step of setting the operating point of the internal combustion engine (2) having a pre-set engine torque (M) and a preset target rotation speed, a step of controlling the target rotation number of the internal combustion engine (2) using a rotation number closed circuit control device (11), a step of determining a permanent control deviation of the rotation number closed circuit control device (11), and a step of determining an adjustment value of the adaptive parameters in accordance with the permanent control deviation of the rotation number closed circuit control device (11).

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a method of adaptively adjusting an internal combustion engine loss torque in a hybrid drive system,

The present invention relates to a hybrid drive system with an internal combustion engine, and more particularly to a method for determining and / or adapting the loss torque of an internal combustion engine.

Particularly, the loss torque of the internal combustion engine caused by friction greatly fluctuates even in the internal combustion engines of the same series, and also varies due to wear over the service life of the engine.

In a hybrid drive system, which is usually provided with an electric drive motor in addition to an internal combustion engine, accurate information of the engine torque actually output from the internal combustion engine is required for setting of the load distribution and setting of the total output. In order to calculate the engine torque actually output from the internal combustion engine, information on the loss torque of the internal combustion engine is required.

In order to provide the most accurate data on the actual loss torque of the internal combustion engine, there is a need for an adaptive method of verifying and possibly correcting the corresponding data of the lost torque during operation of the internal combustion engine.

In the case of a non-hybrid drive system in which only an internal combustion engine is provided, adaptation during idling of the internal combustion engine can be provided in the case of an active idling rotational speed closed-loop control device according to conventional concepts. Particularly in this case, the integral component of the idling revolver closed loop control device can be used for adaptation.

According to the present invention there is provided a method for adapting the loss torque of an internal combustion engine in a hybrid system, according to claim 1, and an apparatus, an engine system, and a computer program according to the equivalent claims.

Additional configurations are specified in the dependent claims.

According to a first aspect, there is provided a method for adapting a loss torque of an internal combustion engine in a hybrid drive system, wherein adaptation of the loss torque is performed using an adaptive variable. The method includes the following steps.

Setting an operating point of the internal combustion engine having a predetermined engine torque and a predetermined target engine speed,

- controlling the target rotational speed of the internal combustion engine to a closed loop with the rotational speed closed loop control device,

- determining a permanent control deviation of the rotary closed loop control device,

- determining the adaptive value of the adaptive variable according to the permanent control deviation of the rotary closed loop control device.

In addition, the predetermined engine torque may be set through control of an electric driver connected to the internal combustion engine.

Particularly for the adaptation of the loss torque, the internal combustion engine is connected to the electric driver and can be separated from the additional torque consuming components, so that the engine torque output from the internal combustion engine is completely consumed by the electric driver.

In the case of an engine system with only an internal combustion engine, the defined operating range for the adaptation of the loss torque occurs periodically during normal operation of the engine system in the vehicle, whereas the idling operating condition of the internal combustion engine in the hybrid drive system is usually not provided Do not. The operating states provided in the hybrid drive system are generally in an electrically driven mode, i.e. a pure electric drive mode in which the connection of the internal combustion engine is disengaged and stopped, and a respective partial torque from the internal combustion engine, And a charging mode in which the electric drive is driven in the generator mode and the mechanical energy required for this can be supplied from the internal combustion engine. Therefore, the operating state in which the engine torque supplied from the internal combustion engine corresponds to the loss torque of the internal combustion engine, for example, as in the idling mode, no longer occurs. Therefore, the adaptation of the loss torque which has been performed in the idling mode so far can not be carried out in the conventional manner so far.

The above-described method for adapting the loss torque of the internal combustion engine can set a plurality of operating points, for example, defined by a constant output when the powertrain is open, that is, only when the internal combustion engine and the electric drive are connected. The output behaves in a manner proportional to the product of the engine torque supplied from the internal combustion engine and the number of revolutions of the internal combustion engine. When the hybrid drive system is in the charge mode in which the internal combustion engine operates the electric drive motor in the generator mode under the condition that the power train is open, the engine torque and the engine speed supplied from the internal combustion engine Various operating points can be taken.

When the loss torque is suitably adapted and corresponds to the actual loss torque, when the engine output from the internal combustion engine is the same, in other words, when the product of the engine torque and the revolution is kept unchanged, The corresponding variable of the target rotational speed for the provided rotational speed closed-loop control device does not cause any control deviation or noticeable control deviation of the rotational-speed closed-loop control device.

However, in the case of a rotary-type closed-loop control apparatus, if a control deviation is determined through an integral component that is not permanently zero, for example, a permanent control deviation indicating that the engine torque supplied does not correspond to a predetermined engine torque is detected . In this case, the adaptation of the loss torque of the internal combustion engine used for setting the engine torque can be performed to minimize or eliminate the control deviation occurring in this case.

One of the purposes of adjusting the operating point is to set various operating points with a constant product of the engine torque and the number of revolutions in order to adapt the loss torque. Adaptation can be performed based on the permanent control deviation of the rotation speed closed-loop control device necessary for setting the rotation speed. In addition, through selection of various operating points, the loss torque for the internal combustion engine can be adapted without significant fluctuation of the system behavior. In the charge mode, the same mechanical output is supplied to the electric drive operating in the generator mode, so that the upper hybrid drive open circuit control device, which presets the operation mode to be selected, does not have to consider the implementation of the adaptation method.

In addition, a high adaptation quality can be ensured through the targeted execution of the operating points defined by the engine torque and the number of revolutions, especially when the adaptation is carried out in the operating range, e.g. in operating ranges in which there is still insufficient data yet .

According to one embodiment, the rotational speed closed-loop control device may include an integral component, and the permanent control deviation may be determined by the integral value of the integral component.

In addition, the adaptation values can be determined at a plurality of operating points, and a plurality of operating points are selected as operating points at which the same output of the internal combustion engine is present.

The adaptation values may be assigned to the associated operating points or to the operating ranges, each consisting of a plurality of operating points.

The operating points may be selected to be located in different operating ranges,

- if the adaptation of the loss torque has not been carried out after a predetermined period, and / or

- when the adaptive values assigned to adjacent operating ranges have deviations exceeding the deviation threshold, and / or

- if the adaptation frequency indicates a frequency lower than a predetermined frequency threshold,

Is selected as the next operating range to be selected for adaptation of the loss torque.

In addition, for each operating range, the adaptive value of the adaptive variable may be stored in the adaptive characteristic map, and the adaptive value determined for the operating range of one of the operating ranges is applied to the adaptive value stored in the associated operating range, ≪ / RTI > stored in the associated operating range.

According to a further aspect, there is provided a hybrid drive open circuit control apparatus for adapting a loss torque of an internal combustion engine, the loss torque being adapted using an adaptive variable, the hybrid drive open circuit control apparatus comprising:

- setting an operating point of the internal combustion engine having a predetermined engine torque and a predetermined target engine speed,

- controlling the target rotational speed of the internal combustion engine to be closed by the rotational speed closed loop control device,

- determining a permanent control deviation of the rotational speed closed-loop control device,

- is adapted to determine an adaptation value of the adaptation variable according to a permanent control deviation of the revolution speed closed loop control device.

According to a further aspect, a hybrid drive system is provided, the hybrid drive system comprising:

- an internal combustion engine,

- an electric actuator,

- The above-mentioned hybrid drive open circuit control device.

Particularly, the internal combustion engine can be connected to the electric driver so that the supplied engine torque is consumed by the electric driver, and the hybrid drive open circuit control device is capable of adjusting the loss torque when the supplied engine torque is completely consumed by the electric driver And is configured to operate the hybrid drive system in a manner that is executed.

Embodiments are described in further detail in accordance with the accompanying drawings.
1 is a schematic diagram of a hybrid drive system having an internal combustion engine and an electric driver.
2 is a flowchart showing a method for adapting the loss torque of the internal combustion engine in the hybrid drive system.
3 is a graph showing the selection of operating points in various operating ranges for the adaptation of the internal combustion engine.

Fig. 1 shows a schematic block diagram of a hybrid drive system 1 for driving a motor vehicle in particular. The hybrid drive system 1 includes an internal combustion engine 2 connected to the first clutch 3 via an output line 5. The first clutch 3 is formed so as to connect the output line 5 of the internal combustion engine 2 with the electric driver 4 or to separate the output line 5 from the electric driver.

The output line (5) is formed in such a way as to penetrate the electric driver (4). The output line 5 at the output side of the electric drive 4 is connected to the second clutch 6 which allows the output line 5 to be connected to the power train 7, (Not shown) through a transmission (not shown).

In addition, the hybrid drive system 1 includes a hybrid drive open circuit control device 10 for presetting the operation modes of the hybrid drive system as well as the load distribution in the hybrid drive system 1. The electric drive 4 is disconnected from the internal combustion engine 2 by the first clutch 3 and the electric motor 4 is disconnected from the internal combustion engine 2 by the first clutch 3, 2 clutch 6 to the power train 7 through engagement or clamping. In this case, the electric driver 4 is supplied with electric energy through the electric energy storage device 8. In addition, the electric driver 4 is controlled via the hybrid drive open circuit control device 10 to supply the desired drive torque.

In the hybrid operation mode set by the hybrid drive open circuit control apparatus 10, the drive torque is transmitted from the internal combustion engine 2 to the electric drive 4 (4) under the condition that the first and second clutches 3 and 6 are engaged, , And the internal combustion engine 2 and the electric driver 4 supply respective partial drive torques onto the output line 5. [

In the charge operating mode, the hybrid drive system 1 is disconnected from the power train 7, and hence from the drive wheels, via the open second clutch 6. However, in order to charge the electric energy storage device 8, the internal combustion engine 2 is operated and the electric motor 4 is driven by the engine torque M supplied through the internal combustion engine under the condition that the first clutch 3 is engaged, To the generator mode. Through the generator mode operation, electrical energy supplied to the electrical energy storage device 8 is generated. In this case, the output to be converted, that is, the output from the internal combustion engine 2 to the electric driver 4 via the output line 5 is preset. The output is preset via the hybrid drive open circuit control device 10 and depends on the charge state of the electric energy storage device 8 and the efficiency of converting the mechanical output to electrical energy through the electric drive 4 Can be determined.

The hybrid drive open circuit control apparatus 10 is capable of controlling the internal combustion engine 2 through the presetting of the engine torque M and at the same time consuming the engine torque M supplied for the generation of electric energy The electric driver 4 can be controlled.

In addition, the hybrid drive opening-angle control device 10 is configured so that the operating speed (i.e., the operating speed) for controlling the internal combustion engine 2 such that the predetermined target rotation speed n _Soll is set by the hybrid drive- And also includes a closed-loop control device 11. In this way, the internal combustion engine 2 can be operated by the hybrid drive open circuit control device 10 so that the target rotation speed n _Soll supplies the predetermined engine torque M under predetermined conditions . At the same time, the electric actuator 4 is operated in the generator mode so that the mechanical output supplied is converted into electric energy supplied to the electric energy storage device 8. [

The engine torque M supplied from the internal combustion engine 2 to the electric driver 4 through the first clutch 3 substantially corresponds to the internal torque of the internal combustion engine 2 corresponding to the torque generated through the combustion of the fuel, And the loss torque caused by the friction loss and the charge changing loss in the internal combustion engine (2). The deviation generates a supplied engine torque M, and the supplied engine torque is supplied from the input side to the electric driver 4 via the first clutch 3.

The loss torque of the internal combustion engine 2 is generally only incorrectly known for the type of structure of the internal combustion engine and also due to the wear of the components over the service life of the internal combustion engine 2 and to the temperature of the internal combustion engine 2 Lt; / RTI > Thus, by providing an adaptation method that periodically adapts the loss torque, the engine torque M supplied to the electric driver 4 becomes more precisely set or preset.

For the adaptation of the loss torque, a method described below in accordance with the flowchart of Fig. 2 is proposed.

In step S1, first, it is checked whether or not an operating mode of the hybrid drive system 1 suitable for adaptation exists. As a suitable operating mode, a charging operating mode in which the hybrid driving system 1 is separated from the power train 7 and the driving wheels via the second clutch 6 that is opened is considered. In addition, in the charging operation mode, the internal combustion engine 2 is operated in a state in which the first clutch 3 is fixed while the engine is in operation, and the engine torque M and the corresponding rotation speed n And supplies the predetermined engine power to the electric driver 4 at the determined operating point to be set. The electric driver 4 then converts the engine output to electric energy, for example to charge the electric energy storage device 8, while completely consuming the engine power supplied. In step S1, if the first clutch 3 is engaged and the second clutch 6 is in the corresponding corresponding open operating mode, or if, for example, the charging operating mode is confirmed (or if yes) Continue. Otherwise (or 'no'), the process returns to step S1.

3 shows operating points B1 to B4 which, for example, are graphically defined through the engine torque M and the number of revolutions n, resulting in the same output in the electric driver 4. [ The operating points B1 to B4 are located on the hyperbolas H shown for the determined output. In other words, the operating points B1 to B4 specified through the respective hyperbola of the hyperbolas H correspond to the operating points of the same engine power supplied from the internal combustion engine 2 to the electric driver 4. [

In order to supply the engine output, the engine torque M supplied to the electric actuator 4 must be known accurately. However, the engine torque M can be set only when the information of the loss torque is correct because the internal torque is generated from the control of the internal combustion engine 2 via the hybrid drive open circuit control device 10 and the engine torque M) is obtained as the difference between the internal torque and the loss torque.

In addition, the hybrid drive open circuit control device 10 determines the load torque to be consumed by the electric driver 4, through the corresponding control of the electric drive 4 or its power electronics. The load torque to be consumed is determined through the phase currents that are generated in the generator mode while being adjustable in the electric driver through the power electronics.

On the other hand, in step S2, control of the internal combustion engine 2, which is performed through a predetermined engine output for outputting the engine torque M determined at the corresponding rotation speed (n) condition, It is determined whether the rotational speed control apparatus 11 does not detect the permanent control deviation or is performed to detect the absolute value of the control deviation that is less than the predetermined control deviation threshold value. The permanent control deviation can be ascertained, for example, through evaluation of the integral component of the rotational speed closed-loop control device 11. [ If the integral component is not zero, or if an integral value greater than the predetermined integration threshold value is identified according to the absolute value, then an adaptation of the loss torque needs to be performed.

The loss torque is adapted when the control deviation occurs as a difference or a deviation between the actual rotation number n and the target rotation number n _Soll . If the control deviation is positive, the actual number of revolutions is too high, and as a result, the engine torque M is also larger than the load torque consumed by the electric driver 4. [ As a result, the loss torque is assumed to be too high, and the loss torque has to be reduced correspondingly by the adaptation value. On the other hand, if the control deviation is negative, the actual rotation speed is too low, and as a result, the engine torque M is also lower than the load torque consumed by the electric driver 4. [ As a result, the loss torque is assumed to be too low and the loss torque has to increase correspondingly through the adaptation value.

Adaptation can be performed according to the operating range. To this end, it is provided that the operating points are used with an adaptive characteristic map which integrates the loss torque into the operating ranges adapted through each adaptive variable. This is illustrated in Fig. 3 by splitting into operating ranges (shown as fields A). In other words, to the operating points within the operating range of one of the operating ranges (A), the assigned adaptive variable is applied in order to be able to carry out the corresponding compensation of the loss torque in the operating ranges. Thus, individual adaptive variables are determined for each of the operating ranges (A) shown in Fig.

If an adaptation to the operating point has been performed in accordance with step S2, the determined adaptation variable is stored in the adaptation characteristic map corresponding to the operating range A.

On the other hand, in step S3, it is checked whether the adaptation method should continue unchanged. This can be done according to the interruption criterion. For example, in the hybrid drive starting circuit control apparatus 10, an operation mode change may be provided, and as a result, the rotation speed closed-loop control device 11 is inactivated. In this case, the adaptation method should be terminated. Additional stopping criteria may be considered. In step S3, if it is confirmed that the adaptation should be stopped (or if yes), the process returns to step S1. Otherwise (or 'no'), the method continues to step S4.

On the other hand, in the step S4, for the additional operating range A, additional operating points B1 to B4 are selected which are characterized in that the same engine power is supplied at the corresponding operating point. This operating point is an operating point B1 to B4 located on the same hyperbolic line H as the above-mentioned operating points B1 to B4. Preferably, the new operating point (Bl to B4) is selected to be located in said further operating range (A) in order to correspondingly determine an adaptation value assigned to another operating range (A).

Particularly, as the related operating range A, there is a case in which the operating range A, which is a range in which sufficient adaptation values for the adaptive variable still do not exist, or in which the adaptive value for the loss torque is not determined for a predetermined period, do. In addition, the operating range A selected for the selection of the next operating point B 1 to B 4 is set to a significantly higher deviation (for example, a predetermined deviation threshold value A) for the adaptive values of the operating points of the adjacent operating ranges A, ≪ / RTI > larger deviation). Such a high deviation may be due to a large variety of adaptation frequencies (deviation between adaptation frequencies greater than a predetermined frequency threshold, for example) in, for example, adjacent operating ranges A, It can also happen due to time lag.

After the new operating points B1 to B4 are set in step S5, that is to say, after the internal combustion engine 2 has been operated correspondingly to the new operating points B1 to B4, the integral component of the rotational speed close- Is re-monitored. The new operating points B1 to B4 are set such that the engine torque M and the corresponding corresponding target rotation speed n _Soll are set and the electric power machine 4 and the electric power machine connected to the electric motor drive the mechanical output To be converted into electrical energy in the generator mode. This is done by going back to step S2. If a continuous control deviation is likewise confirmed in step S2, the adaptation value of the selected operating range A must be changed.

The adaptive variable is formed to apply a multiplication and / or addition scheme to the basic loss torque predetermined, in particular for the relevant operating range A, and as a result it can perform an adaptation of the loss torque to be considered in the associated operating range A . Initially, the adaptive values assigned to the operating ranges (A) are stored. The adaptation value of the adaptation variable in the finally assumed operation range A can be changed repeatedly, for example, according to the sign of the integration value. Alternatively, the value of the adaptive variable may be adapted to correspond to the sign of the integral value as a reference to the level of the control deviation and its absolute value.

Claims (14)

A method for adapting a loss torque of an internal combustion engine (2) in a hybrid drive system, the adaptation of loss torque being performed using an adaptive variable,
- setting an operating point of the internal combustion engine (2) having a preset engine torque (M) and a preset target rotation speed (n _Soll )
- controlling the target rotational speed (n _Soll ) of the internal combustion engine (2) to the closed-loop closed-loop control device (11)
- determining a permanent control deviation of the rotational speed closed-loop control device (11)
- determining an adaptation value of the adaptive variable in accordance with a permanent control deviation of the rotary-type closed-loop control device (11). 2. The method according to claim 1, wherein the predetermined engine torque (M) is set by driving an electric actuator (4) connected to the internal combustion engine (2). 3. An internal combustion engine (2) according to claim 2, wherein the internal combustion engine (2) is connected to the electric driver (4) and separated from the additional torque consuming components to adapt the loss torque, Is completely consumed by the electric actuator (4). 4. The hybrid drive system according to any one of claims 1 to 3, wherein the rotational speed control device (11) includes an integral component, and the permanent control deviation is determined by an integral value of the integral component Of the internal combustion engine. 4. A method according to any one of claims 1 to 3, wherein the adaptive values are determined at a plurality of operating points (B1 to B4) and the plurality of operating points (B1 to B4) Wherein the selected operating points are selected as existing operating points. 6. The internal combustion engine as claimed in claim 5, wherein the adaptive values are assigned to operating ranges (A) consisting of associated operating points (B1 to B4) or a plurality of operating points (B1 to B4) Loss torque adaptation method. 7. The method according to claim 6, wherein said operating points (B1 to B4) are selected to be located in different operating ranges (A), and one operating range
- if adaptation of the loss torque has not been carried out after a predetermined period, or
- the adaptation values assigned to adjacent operating ranges (A) have deviations exceeding the deviation threshold, or
- if the adaptation frequency indicates a frequency lower than a predetermined frequency threshold,
Is selected as the next operating range (A) to be selected for adaptation of the loss torque. 7. The method according to claim 6, wherein the adaptive value of the adaptive variable for each operating range (A) is stored in the adaptive characteristic map, and the adaptive value determined for the operating range of one of the operating ranges (A) ), And stores the updated adaptive value in the associated operating range (A). A hybrid drive open circuit control device (10) for adapting a loss torque of an internal combustion engine (2), wherein the loss torque is adapted using an adaptive variable, the hybrid drive open circuit control device (10)
- setting operating points (B1 to B4) of the internal combustion engine (2) having a predetermined engine torque (M) and a preset target rotation speed (n _Soll )
- Closed loop control of the target rotational speed (n _Soll ) of the internal combustion engine (2) to the rotational speed closed-loop control device (11)
- determining a permanent control deviation of the rotary-type closed-loop control device (11)
- is configured to determine an adaptation value of the adaptive variable according to a permanent control deviation of the rotational speed closed-loop control device (11). An internal combustion engine (2)
An electric driver 4,
A hybrid drive system (1) comprising a hybrid drive open circuit control device (10) according to claim 9. 11. An internal combustion engine according to claim 10, wherein the internal combustion engine (2) is connected to the electric actuator (4) so that the supplied engine torque (M) is consumed by the electric actuator (4); The hybrid drive open circuit control apparatus 10 is configured to operate the hybrid drive system 1 in such a manner that the adaptation of the loss torque is performed when the supplied engine torque M is completely consumed by the electric drive device 4. [ (1). ≪ / RTI > A computer program stored in a recording medium configured to execute a method according to any one of claims 1 to 3 in a computer. An electronic storage medium storing a computer program according to claim 12. A hybrid drive starting circuit control device (10) comprising an electronic storage medium according to claim 13.

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