WO2008040282A1 - Chaîne cinématique - Google Patents

Chaîne cinématique Download PDF

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Publication number
WO2008040282A1
WO2008040282A1 PCT/DE2007/001610 DE2007001610W WO2008040282A1 WO 2008040282 A1 WO2008040282 A1 WO 2008040282A1 DE 2007001610 W DE2007001610 W DE 2007001610W WO 2008040282 A1 WO2008040282 A1 WO 2008040282A1
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WO
WIPO (PCT)
Prior art keywords
drive train
train according
drive
driven element
state space
Prior art date
Application number
PCT/DE2007/001610
Other languages
German (de)
English (en)
Inventor
Stephen John Jones
Bertrand Pennec
Andreas Walter
Thomas Winkler
Original Assignee
Luk Lamellen Und Kupplungsbau Beteiligungs Kg
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 Luk Lamellen Und Kupplungsbau Beteiligungs Kg filed Critical Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority to CN200780036347.XA priority Critical patent/CN101522500B/zh
Priority to DE112007002097T priority patent/DE112007002097A5/de
Publication of WO2008040282A1 publication Critical patent/WO2008040282A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B60W2050/021—Means for detecting failure or malfunction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B60W2050/0215—Sensor drifts or sensor failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B60W2510/0652—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B60W2510/0661—Torque change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F02D2041/1434—Inverse model
    • 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
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • 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
    • F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories

Definitions

  • the invention relates to a drive train and a method for operating the same in particular for a motor vehicle having a drive unit controlled by means of a control unit with a drive shaft and an element operatively connected thereto and driven by the latter.
  • Arrangements are known in a drive train in which an internal combustion engine is controlled by means of an engine management system. For example, the ignition timing, the firing of individual cylinders by injection timing and injection quantity is controlled.
  • a desired torque predetermined by the driver via the load lever is usually determined with the aid of an engine map as a function of the engine speed, which is detected by a sensor by means of a starter ring gear or ignition marks, the target torque of the internal combustion engine.
  • the object is therefore to propose a drive train and a corresponding method for operating such, which permits improved control of the drive unit despite time-varying and dynamic introduction of return moments of driven elements. Furthermore, there is the task to keep the cost of such a correction in terms of cost and simple and inexpensive.
  • a drive train with a control unit controlled by a drive unit with a drive shaft and an operatively connected thereto and driven by this element, wherein at least one state value of the driven element is stored in the control unit and with the at least one state value, the behavior of Drive unit is affected.
  • this drive train can be used in a motor vehicle.
  • a control device Under a control device is a computing unit with a microprocessor and a memory to understand, in the arithmetic unit, the necessary steps to control the drive unit are executed and recorded in a corresponding input unit corresponding sensor signals for characterizing the driver's desired torque and other input variables and with the aid of example in calculated engine data stored in an engine output map and output in an output unit to the units concerned, such as, depending on the output signal operated injectors or injection pumps. Other parameters, such as the engine speed or other present on the CAN bus data are usually also read to control the internal combustion engine.
  • this control unit is connected to other control devices, for example for controlling the brakes, an optionally existing automated clutch or a control unit for controlling an optionally existing automated transmission or other control devices. It may also be advantageous to combine a plurality of control units to optimize the installation space and / or the electrical components or computing power of the control units to one or the number of total number of control units reduced number together and vote.
  • At least one state variable of a driven element is now read into the control device for controlling the drive unit and optionally stored.
  • the state quantity is then used in the algorithms for controlling the internal combustion engine, so that, using this at least one state variable, a behavior of the internal combustion engine adapted to the driven element is achieved. For example, by the at least one state variable, the compensation of a disturbing the drive unit impacting event that results from the driven element, at least partially done.
  • a drive unit in the context of this invention is an aggregate to understand that requires a control from the outside and having a drive shaft whose speed can be varied depending on a driver's request.
  • a reciprocating piston engine with a crankshaft and also a rotary piston engine with a correspondingly designed drive shaft may be a drive unit.
  • the inventive embodiment applies to an electric motor with a drive shaft, which must be disturbed by a driven element and therefore must be readjusted by means of the state variable.
  • a driven element an element which receives a torque from the drive shaft or outputs a torque thereto.
  • this may be a dual mass flywheel, which is connected on the one hand with a mass rotatably connected to the drive shaft and thus inelastically can absorb torque and on the other hand has an elastically coupled secondary mass, which in particular transmit torque in the dynamic operating state to the drive shaft and thus to a fault can lead the control of the drive unit.
  • such components may be formed by other elements in the drive train, such as torque converters, transmission components such as shafts or gears or hybrid electric machines.
  • Driven elements may also be other components in the drive train in conjunction with the vehicle body or drive wheels, which lead in given circumstances to moments in the crankshaft and thus to disrupt the control of the internal combustion engine. For example, even a different adhesion of the wheels on a road to back moments lead. State variables applicable to such processes can be determined and also processed to compensate for disturbances in the control unit.
  • driven elements may be formed by ancillaries such as fuel pumps, power generators, air conditioning compressors and the like or belt drives, camshafts, adjusting devices and valve trains and the like.
  • ancillaries such as fuel pumps, power generators, air conditioning compressors and the like or belt drives, camshafts, adjusting devices and valve trains and the like.
  • control unit can be improved, for example, by the drive train according to the invention and the associated method:
  • Engine control unit performance check general engine diagnostics, powertrain powertrain control, eg clutch, torque converter, all types of transmission, clutch slip control, slip control of drive wheels,
  • a state space is to be understood as meaning a number of state variables which are each dependent on time and characterize a transmission system.
  • the output variables necessary for controlling the transmission system can be determined or calculated in dependence on likewise time-dependent input variables in the assumption of known initial values.
  • the state variables describe the energy content of a system so that, in addition to the equations for the dependence of the output variables on the state variables, the input variables and the initial values for the number of state variables, a large number of differential equations can be formed which represent the dynamic behavior of the state variables play.
  • a state space model can be developed which is verified and identified on the basis of model data and / or empirically obtained data of the driven element. If state space model and these data match, a timely compensation of the engine torque of the drive unit, which is disturbed by the influence of the driven element, can be achieved at least partially.
  • the input variables used are data that are easily measurable. While measuring momentum for torque correction of the drive unit is comparatively complicated, it has been found that use of rotational speeds can be particularly advantageous. Thus, by inversion of the state space model from rotational speeds output quantities in the dimension of a moment can be obtained. In an advantageous manner, additional model data of the drive unit are recorded during the identification of the driven element, so that the corrected engine torque can be obtained directly as output variables.
  • the corrected engine torque can be used in this way - as explained above with reference to typical application examples - large number of applications on the one hand in the operation of a vehicle with a drive unit and for the diagnosis of engine and / or powertrain behavior.
  • a drive train with a drive unit such as an internal combustion engine with a crankshaft and mounted thereon a dual mass flywheel with a primary part, the is received on the crankshaft and a secondary part, wherein the two parts are mounted on each other and limited against the force of a spring device against each other and relative to the predetermined speed of the crankshaft rotatable relative to each other.
  • the secondary part usually has a friction clutch, by means of which the secondary part and thus the drive unit can be coupled to the downstream in the direction of action transmission.
  • the dual-mass flywheel serves for vibration isolation of the oscillations generated by the combustion process of an internal combustion engine.
  • the dual mass flywheel is able to initiate moments of retraction on the internal combustion engine to disturb the control behavior of the control unit for controlling the internal combustion engine, which can lead to said effects.
  • the dual-mass flywheel may comprise bow springs and / or short spiral springs as spring means for forming one or more damper stages, wherein the springs can also be combined by means of further force accumulators such as rubber elements and arranged on different diameters.
  • the spring device can be superimposed on a hysteresis device, which contributes in conjunction with the spring device for damping.
  • the hysteresis device may be formed by two or more, in wet or dry rubbing contact with each other standing friction partners, which may be formed from axially or radially to each other, advantageously biased friction surfaces.
  • a centrifugal force-dependent frictional contact during a relative rotation of the two parts each having a predeterminable mass with an inertia thus forming upon rotation, be generated by the fact that over a circumference extending springs, such as bow springs, taken from a part, for example, the secondary part and at its outer radius under centrifugal force against a radial support of the other part, for example, the primary part, pressed and thus form a centrifugal force dependent hysteresis in a relative rotation of the two parts under which the two parts are difficult to rotate against each other.
  • springs such as bow springs
  • friction devices may be, for example, against each other axial braced friction partners, of which the primary side and the other secondary side is arranged rotationally fixed or with torsional backlash.
  • the dual-mass flywheel acts as a low-pass filter between the crankshaft and the transmission input. output shaft with a typical attenuation of the oscillation amplitude associated with a phase shift of the oscillation frequency.
  • the dual mass flywheel is linearized by the behavior of the dual mass flywheel is functionally represented by physical relationships and then differentiated to the operating points to be used.
  • Particularly advantageous may be a further method of linearization, by means of which an approximated linear model is used and a range of validity is established in which an error occurring does not exceed a predetermined limit.
  • the selection of such a model can be piece-specific.
  • models may be designed as "black-box models" that very well approximate the input and output behavior and do not require any prior physical knowledge of the kinematic processes
  • the modeling of a state space can be such that the kinematics of the The subsequent identification provides the desired compensation, independent of the model chosen, by choosing the variables of the state space such that there is an optimized correspondence between the empirically or model-based data of a state space Dual mass flywheel and the inputs and outputs of the state space model is achieved.
  • a simplified model for a dual-mass flywheel may be used, which includes an effective linear spring / damper element between two masses, namely a primary mass connected to the drive shaft and a secondary mass connected to the output.
  • the state variables of this linear model agree with the nonlinear state variables of one sufficiently. It is understood that the choice of the model depends on the type of dual mass flywheel and that depending on the design of the Dual-mass flywheel - and in the wider sense for each driven element - the corresponding models (black box models, gray box models, white box models) can be optimized in an advantageous manner.
  • J sec - ⁇ sec ⁇ M sec + c - (cc pri - oc sec ) + d - ( ⁇ pn - ⁇ sec ) (2).
  • J pn and J sec are the moments of inertia of the primary and secondary flywheels
  • M and M sec the primary and secondary mass of the dual mass flywheel
  • c the stiffness of the spring elements acting between the two masses
  • d the torsional damping of the damping elements acting between the two masses
  • Equation (1) and equation (3) result in the following state space representation:
  • the inventive idea relating to this exemplary embodiment provides only an evaluation based on the signals of the velocities ⁇ pn and ⁇ sok , so that the output vector y is given the following form:
  • the output vector can take different forms.
  • the identification takes place for the driven element to be compensated, for example a dual-mass flywheel.
  • a selection of physical input variables is determined for this purpose, which are sufficient for determining the estimated output variables. It has been found that a selection of irrelevant and redundant data leads to unnecessarily complex calculations and the lack of relevant input variables can lead to a lack of unambiguousness of the output variables.
  • the order of the linear state space model must be determined.
  • the order n 2 has proven advantageous for the dual-mass flywheel, by means of which an ideal spring / damper element can be described.
  • the determination of the order must usually be made separately for each driven element and the underlying model.
  • the usually continuous-time system must be converted into an equivalent discrete-time system.
  • a state space representation is present based on the data entered, which must then be converted into a time-discrete state space model.
  • a numerical evaluation of the general solutions of the state differential equation or a numerical integration of the state differential equation by means of numerical integration methods can then be used in which the distances between the output variables are set, preferably minimized, from a number of n measurements.
  • the execution of the routine then leads to the parameters c, d, J prj , J S e k defined in equation (4), that is, the dual-mass flywheel with its real behavior is mapped onto the model, it is identified.
  • a subsequent validation of the underlying model can, for example, be carried out by calculating the model with given rotational irregularities and comparing it with a real behavior of a dual mass flywheel with the same rotational nonuniformities. At this point corrections can still be made to the model if there are major deviations.
  • a model of a driven element created in this way can now be stored in the control unit, and corresponding output variables can be introduced into the engine control.
  • an estimate of the primary or secondary rotational speed of the respective flywheel masses is given by specifying engine or load moments.
  • torques in a motor vehicle can only be measured with a comparatively high outlay, so that according to the inventive idea an inversion of the state space model is advantageous.
  • the input variables of the inverted system then represent the rotational speeds of the primary and secondary flywheel mass, while the output variables represent torque values of the engine or load torque values.
  • the induced motor torque can be determined by means of simple sensors, for example by means of speed sensors, to the primary and secondary flywheel.
  • An advantageous embodiment of the invention is in addition to the compensation of the disturbed by the behavior of a dual mass flywheel engine torque, a stationary reconstruction of the engine torque for cylinder equalization or detection of combustion at idle.
  • a so-called confidence interval in which reliable data is determined and calculated from the model, by applying the dual-mass flywheel by means of so-called local linear models (Lo-LiMoT).
  • the confidence interval describes the work area around the local identification work point, in which the model still provides sufficiently good results.
  • local linear neuro-fuzzy models complex modeling problems are broken down into many smaller and therefore simpler subsystems, which in turn can be described by linear submodels.
  • Figure 2 an example of a dual mass flywheel explained creation of a
  • FIG. 1 shows an exemplary sequence for the control 1 according to the invention.
  • a setpoint for the control 1 is provided, which can be calculated as an initial value from a motor controller and output.
  • the desired value may be the desired torque which a driver prescribes by means of the accelerator pedal. Accordingly, this desired torque depending on other parameters, such as engine characteristics, gear engaged gear, operating condition of the vehicle, road conditions and the like can be adjusted.
  • the setpoint 2 is applied to a controlled system, which may include the internal combustion engine and downstream parts such as a clutch, a dual mass flywheel or drive train components such as ancillaries and subsequent transmission.
  • the target torque delivered to the internal combustion engine is disturbed by other components of the drive train through the two-mass flywheel by its torque-dependent rotation of the two flywheels against each other, so that according to the invention in block 5 a state space model for compensation of the interference integrated to compensate for the disorder becomes.
  • input variables are determined from the controlled system 3 and processed in the state space model.
  • input quantities can be all quantities that are available to the control unit as detection data, for example.
  • the control unit may be available on a so-called CAN bus, namely data such as speeds, accelerations, current and voltage values and the like.
  • CAN bus namely data such as speeds, accelerations, current and voltage values and the like.
  • model data can be used in block 10, which are obtained from calculation programs, whereby corresponding simulation data of the real dual-mass flywheel are used as a basis.
  • experimental data may be provided in block 11 to a data set for the corresponding dual-mass flywheel shown in block 12, wherein these data can be obtained from test bench trials with a real dual-mass flywheel.
  • a state space is developed in block 13 which maps the dual mass flywheel in the conditions specified for a state space.
  • linear equation systems must be available for the mathematical treatment of the state space.
  • data of a motor model such as maps of an internal combustion engine, located in the state space 13 dual mass flywheel is identified, that is, located in the state space coefficients are adjusted so that the greatest possible approximation between real measured data of the dual mass flywheel depending on fluctuating moments of the internal combustion engine and a real behavior of the dual mass flywheel result in the same engine conditions.
  • the dual mass flywheel is identified, it is validated in the subsequent block 16.
  • the validation determines the system accuracy of the state space and determines the boundary conditions of the applicability of the model.
  • inversion In order to obtain output variables which match the nominal value in terms of their dimension and at the same time are based on simple input variables, it may be particularly advantageous to perform a so-called inversion in block 17.
  • state space models are set up in energy units, whereby input variables in the dimension of moments are input and a corresponding behavior of the dual mass flywheel results in differential rotational speeds of the two flywheel masses.
  • invert it is advantageous to invert the state space modeled in block 13 in block 17 in order to avoid tangible determination of measurable moments in a real environment such as in a motor vehicle.
  • Control routine Block for setpoint formation Block of a controlled system Block for reading input variables Block for the state space model Block for reading the output data Signal line Block for model data Block for experimental data Block for data record ZMS Block for state space Block for identification Block for data of the motor model Block for validation Block for inversion Block for model integration

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Human Computer Interaction (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Chaîne cinématique, en particulier pour un véhicule automobile, avec une unité d'entraînement commandée au moyen d'un appareil de commande et présentant un arbre menant et un élément fonctionnellement relié à cet arbre et entraîné par ce dernier. Au moins une valeur d'état de l'élément entraîné est lue dans l'appareil de commande, et le comportement de l'unité d'entraînement est influencé par la ou les valeurs d'état.
PCT/DE2007/001610 2006-09-28 2007-09-06 Chaîne cinématique WO2008040282A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN200780036347.XA CN101522500B (zh) 2006-09-28 2007-09-06 动力总成系统
DE112007002097T DE112007002097A5 (de) 2006-09-28 2007-09-06 Antriebsstrang

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006045857.5 2006-09-28
DE102006045857 2006-09-28

Publications (1)

Publication Number Publication Date
WO2008040282A1 true WO2008040282A1 (fr) 2008-04-10

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ID=38983455

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2007/001610 WO2008040282A1 (fr) 2006-09-28 2007-09-06 Chaîne cinématique

Country Status (3)

Country Link
CN (1) CN101522500B (fr)
DE (1) DE112007002097A5 (fr)
WO (1) WO2008040282A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010013787A1 (de) 2009-04-27 2010-10-28 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zum Betrieb eines Antriebsstrangs
EP2368779A3 (fr) * 2010-03-05 2012-05-16 Honda Motor Co., Ltd. Appareil de contrôle des mouvements de véhicule
DE102011052272A1 (de) * 2011-07-29 2013-01-31 Dr.Ing.H.C.F.Porsche Aktiengesellschaft Antriebssystem für ein Kraftfahrzeug
WO2016070876A1 (fr) * 2014-11-07 2016-05-12 Schaeffler Technologies AG & Co. KG Procédé d'amortissement des vibrations d'une chaîne cinématique au moyen d'un moteur électrique
DE102015211178A1 (de) 2015-06-18 2016-12-22 Schaeffler Technologies AG & Co. KG Verfahren zur Erkennung von Zündaussetzern einer Brennkraftmaschine
DE102015211593A1 (de) 2015-06-23 2016-12-29 Schaeffler Technologies AG & Co. KG Verfahren und Vorrichtung zur Erkennung von Zündaussetzern einer Brennkraftmaschine

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DE102010013787A1 (de) 2009-04-27 2010-10-28 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zum Betrieb eines Antriebsstrangs
US8287430B2 (en) 2009-04-27 2012-10-16 Schaeffler Technologies AG & Co. KG Method for operating a drive train
EP2368779A3 (fr) * 2010-03-05 2012-05-16 Honda Motor Co., Ltd. Appareil de contrôle des mouvements de véhicule
US8718875B2 (en) 2010-03-05 2014-05-06 Honda Motor Co., Ltd. Vehicle motion control apparatus
DE102011052272A1 (de) * 2011-07-29 2013-01-31 Dr.Ing.H.C.F.Porsche Aktiengesellschaft Antriebssystem für ein Kraftfahrzeug
WO2016070876A1 (fr) * 2014-11-07 2016-05-12 Schaeffler Technologies AG & Co. KG Procédé d'amortissement des vibrations d'une chaîne cinématique au moyen d'un moteur électrique
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DE102015211178A1 (de) 2015-06-18 2016-12-22 Schaeffler Technologies AG & Co. KG Verfahren zur Erkennung von Zündaussetzern einer Brennkraftmaschine
DE102015211178B4 (de) * 2015-06-18 2018-05-09 Schaeffler Technologies AG & Co. KG Verfahren zur Erkennung von Zündaussetzern einer Brennkraftmaschine
DE102015211593A1 (de) 2015-06-23 2016-12-29 Schaeffler Technologies AG & Co. KG Verfahren und Vorrichtung zur Erkennung von Zündaussetzern einer Brennkraftmaschine
DE102015211593B4 (de) 2015-06-23 2018-10-04 Schaeffler Technologies AG & Co. KG Verfahren und Vorrichtung zur Erkennung von Zündaussetzern einer Brennkraftmaschine

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