WO2008122391A1 - Procédé de commande d'un système d'entraînement de véhicule à moteur - Google Patents

Procédé de commande d'un système d'entraînement de véhicule à moteur Download PDF

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Publication number
WO2008122391A1
WO2008122391A1 PCT/EP2008/002607 EP2008002607W WO2008122391A1 WO 2008122391 A1 WO2008122391 A1 WO 2008122391A1 EP 2008002607 W EP2008002607 W EP 2008002607W WO 2008122391 A1 WO2008122391 A1 WO 2008122391A1
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WO
WIPO (PCT)
Prior art keywords
torque
electric motor
speed
combustion engine
internal combustion
Prior art date
Application number
PCT/EP2008/002607
Other languages
German (de)
English (en)
Inventor
Michael Back
Harald Braun
Markus Bulling
Norbert Ebner
Ralf KÖRBER
Oliver Vollrath
Original Assignee
Daimler Ag
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 Daimler Ag filed Critical Daimler Ag
Publication of WO2008122391A1 publication Critical patent/WO2008122391A1/fr

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    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1884—Avoiding stall or overspeed of the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/10—Temporary overload
    • B60L2260/16—Temporary overload of electrical drive trains
    • B60L2260/167—Temporary overload of electrical drive trains of motors or generators
    • 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
    • B60W2510/0676—Engine temperature
    • 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
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—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
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—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
    • B60W2510/08—Electric propulsion units
    • B60W2510/087—Temperature
    • 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
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/246—Temperature
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the invention relates to a method for controlling a drive system for a motor vehicle with an internal combustion engine comprising a crankshaft and at least one electric motor which can be coupled to the internal combustion engine.
  • Such a drive system is commonly referred to as a hybrid drive.
  • a hybrid drive When developing and optimizing new drive systems for motor vehicles, emissions, fuel consumption, performance and ride comfort are taken into account.
  • Today's internal combustion engines are generally equipped with engine management functions that can set different operating conditions.
  • coasting is adjustable when the driver takes his foot off the accelerator pedal while driving.
  • the internal combustion engine is pushed by the inertia of the motor vehicle in overrun mode, the drive power of the internal combustion engine is no longer needed.
  • overrun fuel cutoff during coasting, especially above a lower speed limit, which is significantly above the idling speed limit, speed, usually the injection and the ignition of the internal combustion engine is switched off, wherein the motor vehicle is braked by the compression work to be performed by the internal combustion engine.
  • a deactivation of the fuel cut is either at least indirectly by the driver, for example by this gas again, or automatically, for example, when the speed of the engine falls below a certain limit, which is above the idle speed. Then, fuel is supplied again and the ignition is switched on, so that the internal combustion engine again generates a drive torque.
  • the invention is therefore based on the object of specifying an improved method for controlling a drive system of a motor vehicle, in which a stalling is avoided in particular in overrun operation.
  • an anti-swelling protection is activated in the idling speed range when the idling target speed of the internal combustion engine falls short of the current actual rotational speed of the internal combustion engine.
  • the electric motor is subjected to a setpoint torque that is less than or equal to a currently possible maximum torque of the electric motor.
  • the electric motor in the idling speed range is applied to the determined dynamic setpoint torque until an upper speed limit for the internal combustion engine is reached or exceeded. This ensures that, in particular in a speed range below the idling speed of the internal combustion engine, the electric motor is set with the maximum possible and available dynamic torque which may be above a requested setpoint torque and then increases this.
  • a predetermined upper speed limit a predetermined upper threshold
  • the setting of the electric motor with the possible maximum torque is active in particular only once per ignition run, unless the predetermined upper speed threshold is reached or exceeded.
  • the nominal torque can be adapted dynamically to rotational speed fluctuations or critical rotational speed values of the internal combustion engine resulting from these rotational speed characteristics, so that these occurring rotational speed fluctuations correspond to the actual rotational speed of the engine Combustion engine can be compensated by switching on the dynamically set torque of the electric motor and results in a largely uniform and quiet speed curve.
  • fuel consumption and pollutant emissions are reduced by such an adjustable uniform driving behavior in overrun mode and especially in overrun with overrun fuel cutoff.
  • the process is preferably in one or more control ⁇ devices, in particular in an existing control device such as an engine control unit, or in a regulator, in particular an existing controller, such as an idle-running regulator ⁇ implemented.
  • an existing control device such as an engine control unit
  • a regulator in particular an existing controller, such as an idle-running regulator ⁇ implemented.
  • the currently possible maximum torque of the electric motor depending on the state of charge of a battery the speed difference, in particular the distance of the actual speed of the idle target speed of the engine, the cooling water temperature, the actual speed of the engine, the temperature of the engine, the temperature of the electric motor and / or the temperature of the battery can be determined.
  • the electric motor is adjusted only with a currently allowable maximum torque, so that an overload of the electric motor is avoided.
  • the determined target torque for the electric motor is limited to a predetermined minimum torque of the electric motor, in particular during torque-controlled operation.
  • a torque-guided operation is understood in particular to be a connection and operation of the electric motor in the idling speed range of the internal combustion engine without charging operation.
  • the permissible minimum torque is preferably dynamic, in particular as a function of the rotational speed difference, in particular the distance of the actual rotational speed from the idling nominal torque. speed of the internal combustion engine, the cooling water temperature and / or determined by the voltage of the electric motor.
  • the determined setpoint torque for the electric motor in the loading mode is limited down to a determined mimic load torque.
  • a variable charging torque is preferably set in the charging operation, which determines depending on the current charging requirement and which is limited to a depending on the distance of the actual speed of the idle target speed of the engine and the cooling water temperature Mimimalladecardmoment down or to a maximum load torque upwards. As a result, it is ensured that the electric motor is loaded within the permissible limit in the loading mode.
  • a lower load torque limit is specified which is limited by a gradient limiter with variable positive gradients and variable negative gradients to avoid a negative charge torque jump in the event of a voltage dip.
  • the difference between idle target speed and instantaneous actual speed of the internal combustion engine is determined as the speed difference.
  • a torque gradient can be additionally determined, for example.
  • the first derivation of the speed changes of the actual rotational speed of the internal combustion engine per predetermined time unit is preferably determined.
  • the instantaneous actual rotational speed of the internal combustion engine is detected continuously by means of a rotational speed sensor.
  • the idling target speed continuously determined.
  • the electric motor is in particular a rotating electrical machine, which can be operated both as an electric motor and as an electric brake, starter generator and / or generator.
  • a braking energy obtained in a conventional manner from a set and applied braking torque can be stored, for example in a battery, by the electric motor which can also be operated as a generator.
  • the electric motor can be coupled or coupled indirectly via an automated manual transmission or an automatic transmission with the internal combustion engine.
  • the electric motor may also be directly coupled or couplable, e.g. when the rotor of the electric motor - similar to a flywheel - is arranged directly on the crankshaft of the internal combustion engine or on a couplable extension of this crankshaft.
  • Fig. 1 shows schematically a control device for controlling a drive system with an internal combustion engine and a coupled or coupled to this electric motor, and
  • Fig. 2 is a schematic diagram with different torque curves as a function of time.
  • FIG. 1 schematically shows a drive system 1 designed as a hybrid drive for a motor vehicle, comprising a combustion engine 2 and an electric motor 3.
  • the electric motor 3 is connected or connectable to and can drive a crankshaft 4 of the internal combustion engine 2, that is. exert positive or negative torques on them.
  • the electric motor 3 is connected to a battery 5.
  • the electric motor 3 is directly or indirectly via a transmission 6, e.g. an automated manual transmission or an automatic transmission, with the crankshaft 4 coupled.
  • the electric motor 3 can be coupled directly to the crankshaft 4.
  • an electronic control unit 7 For controlling and / or regulating the drive system 1, an electronic control unit 7 is provided.
  • the control unit 7 may be an existing control device such as Brems Kunststoffge ⁇ advises its engine controller, Leerlaufregier, into which the method described hereinafter is implemented.
  • further control and / or regulation methods for example for driving stability, recuperation and charging of the battery 5, idling control, engine control and / or brake control, may be implemented in the control unit 7.
  • both the internal combustion engine 2 and the electric motor 3 preferably only the electric motor 3 can be controlled and / or regulated.
  • a pushing operation are set, in which the motor vehicle is pushed by its inertia and the driving power of the engine 2 is no longer needed.
  • the control unit 7 is provided with at least the following parameters, a torque request M derived from a set value A of a pedal value transmitter 9 of the accelerator pedal 8, at least one speed n of a speed sensor 10 (eg actual speed n i st v of the internal combustion engine 2 and actual rotational speed n est E of the electric motor), temperature values T v , T E and T B of temperature sensors 11 to 13 of the internal combustion engine 2, the electric motor 3 and the battery 5.
  • Another temperature sensor 14 determines the cooling water temperature T ⁇ .
  • a state of charge value L of a state of charge SOC of the battery 5 an inclination value N of a tilt sensor 15 , a program value P of an automatic program of the transmission 6 selected by means of a switch 16, the vehicle speed v, a longitudinal or lateral acceleration a L , Q of the motor vehicle.
  • a rotational speed gradient dn / dt representing the internal combustion engine 3 for a given time unit and a rotational speed difference ⁇ n are determined directly or indirectly on the basis of the ascertained or acquired characteristic values, parameters and / or physical variables. Both the speed gradient dn / dt and the speed difference ⁇ n are determined continuously.
  • FIG. 2 shows various torque curves V1 to V5 as a function of time t.
  • this is up to the time tl while driving. From the time t1 to the time t2, the vehicle is in overrun with or without fuel cut in which the vehicle is pushed by its inertia alone. At time t2 and t3 is a charging torque request for charging the battery 5, for the operation of electrical loads, eg. As an electric air compressor, and / or to support a vehicle electrical system. At time t4, the driving operation of the vehicle is resumed, for example, the driver again actuates an accelerator pedal.
  • electrical loads eg. As an electric air compressor, and / or to support a vehicle electrical system.
  • the setpoint torque M SOIIE is limited in particular at Momentenfuh- tion, ie in torque-guided operation down to the predetermined permissible minimum torque Ms t atmmE and up to the maximum torque M MaXE .
  • the application of the currently possible maximum torque M MaxE ensures that in the speed range below the idling speed n L the electric motor 3 is set with its maximum possible and available dynamic torque M maX E, which, for example, exceeds the determined setpoint torque Ms o ii E can lie. In this case, the electric motor 3 is set to reach or exceed a predetermined upper speed limit n Gre n z with the possible maximum torque M maxE .
  • the currently possible maximum torque M Ma ⁇ E is determined as a function of the following parameters: state of charge SOC of the battery 5, instantaneous speed difference ⁇ n, instantaneous actual speed ni st v of the internal combustion engine 2, instantaneous desired idling speed n So iiL e erv of the internal combustion engine 2 , the cooling water temperature T K / the temperature Tv of the internal combustion engine 2, the temperature T B of the battery 5, and / or the temperature T E of the electric motor 3.
  • the minimum torque Mst at minE serving as the lower torque limit can also be determined dynamically as a function of at least one of the following parameters: instantaneous speed difference ⁇ n, instantaneous actual speed n is v of the internal combustion engine 2, instantaneous desired idling speed nsoHLe e rv of the internal combustion engine 2, the cooling water temperature T ⁇ , the temperature T E of the electric motor 3 and / or the voltage of the electric motor. 3
  • the determined target torque M SOIIE down depending on the distance of the actual speed ni st v of the engine 2 to idle target speed n So iiL e erv to a dependent on idle minimum load torque M loading minE for the electric motor 3 be ⁇ limits, as shown by way of example on the basis of the torque curve V4.
  • a variable charging torque M Lade E (see torque curve V3) is determined, which depends on a current charging request, for. B. from a battery 5, a vehicle electrical system and / or a load, such as a Klimakompres ⁇ sor, is determined and the up by a maximum load torque M LademaxE and down by a Minimalladefit- torque ML ade miEn (see torque curve V4) is limited.
  • the minimum load torque M load is determined as a function of the distance of the actual speed n actual v of the internal combustion engine 2 to the idling nominal speed n So ii Leer v of the internal combustion engine 2 and is thus variably predetermined.
  • high positive gradients as shown at time t4 on torque curve V2, are permissible.
  • the speed behavior of the motor vehicle influencing parameters can be considered.
  • a determined characteristic in determining the distrtel ⁇ lumbar desired torque M as ⁇ ell serves in particular a ver ⁇ improved ride comfort and / or safety of the vehicle and / or the vehicle stability, whereby in the permissible operating range of the two engines, the stalling protection has priority.
  • the target torque Ms o ii E is not switched to avoid too high a load of the electric motor 3.

Abstract

L'invention concerne un procédé de commande d'un système d'entraînement (1) d'un véhicule qui est équipé d'un moteur à combustion interne (2) comportant un vilebrequin (4) et d'au moins un moteur électrique (3) couplé ou pouvant être couplé au moteur à combustion interne (2), notamment au vilebrequin (4). Lorsque le véhicule est en poussée, une protection anti-calage est activée dans la plage de régime proche du point mort, lorsque le régime réel (nIstv) du moteur à combustion interne (2) est inférieur à un régime nominal de point mort (nSollLeerv) du moteur à combustion interne (2), protection anti-calage qui permet de soumettre le moteur électrique (3) à un couple nominal (MSollE) inférieur ou égal à un couple maximal (MMaxE) momentané possible du moteur électrique (3).
PCT/EP2008/002607 2007-04-05 2008-04-02 Procédé de commande d'un système d'entraînement de véhicule à moteur WO2008122391A1 (fr)

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DE102007016513A DE102007016513A1 (de) 2007-04-05 2007-04-05 Verfahren zur Steuerung eines Antriebssystems für ein Kraftfahrzeug
DE102007016513.9 2007-04-05

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DE102008043980A1 (de) 2008-11-21 2010-05-27 Robert Bosch Gmbh Verfahren zur Drehzahlregelung
DE102009047618A1 (de) * 2009-12-08 2011-06-09 Robert Bosch Gmbh Verfahren und Vorrichtung zur Regelung des Leerlaufes in einem Hybridfahrzeug
DE102012212498B4 (de) * 2012-07-17 2022-12-08 Vitesco Technologies GmbH Elektrische Drehmomentsteuerung für ein Kraftfahrzeug
DE102013102584A1 (de) 2013-03-14 2014-09-18 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Laden einer Batterie
FR3012771B1 (fr) * 2013-11-04 2016-01-15 Continental Automotive France Procede de prevention de calage d'un moteur utilisant une estimation de vitesse de rotation dudit moteur
DE102016217370B4 (de) 2016-09-13 2023-03-23 Vitesco Technologies GmbH Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs mit einem Hybridantrieb

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US20030029653A1 (en) * 2001-08-07 2003-02-13 Jatco Ltd Parallel hybrid vehicle
WO2006048102A1 (fr) * 2004-10-30 2006-05-11 Volkswagen Aktiengesellschaft Procede de commande d'un regime de deceleration d'un vehicule hybride et vehicule hybride

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US20020134596A1 (en) * 2001-03-21 2002-09-26 Kazuhiko Morimoto Controller of a hybrid vehicle
US20030029653A1 (en) * 2001-08-07 2003-02-13 Jatco Ltd Parallel hybrid vehicle
WO2006048102A1 (fr) * 2004-10-30 2006-05-11 Volkswagen Aktiengesellschaft Procede de commande d'un regime de deceleration d'un vehicule hybride et vehicule hybride

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CN111959487A (zh) * 2020-08-11 2020-11-20 上海元城汽车技术有限公司 一种车辆扭矩安全监控方法、装置、车辆及存储介质

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