WO2009100788A1 - Procédé et dispositif pour faire fonctionner un système d’entraînement hybride - Google Patents

Procédé et dispositif pour faire fonctionner un système d’entraînement hybride Download PDF

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Publication number
WO2009100788A1
WO2009100788A1 PCT/EP2008/065913 EP2008065913W WO2009100788A1 WO 2009100788 A1 WO2009100788 A1 WO 2009100788A1 EP 2008065913 W EP2008065913 W EP 2008065913W WO 2009100788 A1 WO2009100788 A1 WO 2009100788A1
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WO
WIPO (PCT)
Prior art keywords
torque
adaptation value
combustion engine
load point
internal combustion
Prior art date
Application number
PCT/EP2008/065913
Other languages
German (de)
English (en)
Inventor
Andreas Seel
Vitali Paetkau
Alexander Neul
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2009100788A1 publication Critical patent/WO2009100788A1/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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • 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
    • 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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/0011—Proportional Integral Differential [PID] controller
    • 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
    • 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
    • B60W2510/08—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B60W2710/065—Idle condition
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine 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 and a motor control unit for operating a hybrid drive system. More particularly, the invention relates to a method and engine control unit for providing an adapted target torque in a hybrid drive system.
  • a motor control is performed such that the torques applied to the drive train add up to a torque desired by the driver.
  • a torque model is used in a combustion engine, which assigns engine variables such as injection quantity, ignition angle, throttle position and the like to a desired torque.
  • the torque model is determined by parameterizing an individual internal combustion engine or engine type on a test bench.
  • the accuracy of such a torque model which is determined by the difference between the desired torque (target torque) and the actual torque actually obtained, is limited and is, for example, between 0 and 10% due to incorporation into manufacturing tolerances.
  • the percentage torque deviation depends on the respective operating point of the motor (speed, torque, temperature, etc.).
  • the friction and converter losses are calculated on the basis of further models, which are also subject to a certain degree of inaccuracy.
  • a torque model is used which may have a corresponding inaccuracy of the provided actual torque and is also load point-dependent.
  • a method for operating a hybrid drive system with an internal combustion engine and an electric lift comprises: providing a desired torque indicative of a drive torque to be supplied by the internal combustion engine;
  • Determining an adapted target torque depending on the provided target torque and a provided adaptation value Controlling the internal combustion engine with engine sizes determined as a function of the adapted setpoint torque in order to set a drive torque dependent on the setpoint torque, wherein the adaptation value is provided as a function of a load point of the hybrid drive system, wherein the loadpoint is an indication of a between combustion engine and Electric drive indicates existing torque balance.
  • the above method makes it possible to adjust the torque adaptation of the target torque depending on the load point at which the hybrid drive system of internal combustion engine and electric drive is operated in a hybrid drive. As a result, disadvantages can be avoided, which would result from a torque adjustment with a constant adaptation value, since depending on the load point of the influence of the load torque of the electric drive, regardless of the respective load point, the target torque is applied.
  • the above method therefore provides for adaptation values adapted to different load points.
  • a plurality of adaptation values and the load points associated therewith are provided in an adaptation value map.
  • the integrator component of the speed control is used to update the adaptation value for the load point.
  • the load point results from the actual torque provided by the engine and the actual torque received by the electric motor and is provided by the engine control unit.
  • the provided adaptation value can be added to the setpoint torque in order to obtain the adapted setpoint torque.
  • the indication of the load point can be determined by determining the load torque received by the electric drive during unloaded idling of the hybrid drive system. Furthermore, the adaptation value provided by the indication of the load point may be updated during unloaded idling of the hybrid propulsion system.
  • a speed control can be active during the unloaded idling of the hybrid drive system, wherein the adaptation value assigned to the instantaneous load point is updated by means of a variable from the speed control.
  • the adaptation value assigned to the instantaneous load point can be updated by means of an integrator value from the speed control provided with an integration component.
  • the adaptation value assigned to the instantaneous load point can be determined with the aid of a total sum torque of the internal combustion engine and of the electric boost minus the loss torques.
  • the updating can take place by replacing the adaptation value assigned to the instantaneous load point by the integrator value, if the control loop of the speed control has not taken into account the instantaneous adaptation value assigned to the load point, or the updating can take place by applying the adaptation value associated with the instantaneous load point to the integrator value, if the control loop of the speed control has taken into account the instantaneous adaptation value assigned to the load point.
  • an engine control unit for operating a hybrid propulsion system that includes an internal combustion engine and an electric lift.
  • the engine control unit comprises: a torque model unit for driving the internal combustion engine with engine variables determined depending on an adapted setpoint torque, a unit for determining the adapted setpoint torque dependent on the setpoint torque and a provided adaptation value by a drive torque dependent on the setpoint torque set; an adaptation value unit for providing the adaptation value depending on an indication of a load point of the hybrid drive system, wherein the Load point indicates an indication of an existing between internal combustion engine and electric drive torque balance.
  • an engine control unit is provided with a speed control for adjusting a speed of the hybrid drive system in an unloaded idle and for providing a variable from the speed control, with the aid of which the adaptation value provided by the indication of the load point is updated during an unloaded idling of the hybrid drive system ,
  • an engine system having a hybrid drive system including an engine and an electric drive and having the above engine control unit is provided.
  • a computer program which contains a program code which, when executed on a data processing unit, in particular in a motor control unit, carries out the above method.
  • FIG. 1 is a hybrid drive system according to an embodiment of the invention
  • FIG. 2 is a schematic representation of the function of a motor controller according to an embodiment of the invention.
  • a hybrid drive system with a first drive unit, in particular an internal combustion engine 2, and a second drive unit, in particular an electric motor 3, which are arranged on a common output shaft 4 is shown.
  • the internal combustion engine 2 is connected via a coupling 5 to the electric motor 3 can be coupled.
  • the components of the drive system 2, 3, 4, 5 are controlled by a motor control unit 6.
  • an indication of a nominal torque is usually provided, from which, with the aid of a torque model, engine variables, such as, for example, are determined. Throttle position, ignition angle, injection quantity and the like are determined, with which the engine 2 is driven.
  • the torque model is parameterized individually or type-dependent for the internal combustion engine 2, so that, ideally, when specifying the specification of the target torque, an actual torque is set which corresponds exactly to the desired torque.
  • the parameterization is carried out in practice only with a limited accuracy, so that it may come to the deviation between the predetermined target torque and the provided by the engine 2 actual torque. These deviations can also vary over the life of the internal combustion engine 2.
  • an adaptation value is determined in a conventional drive system with only one internal combustion engine in the unloaded idle mode, in which no torque is applied to the output shaft, the predetermined target torque, the example given via an accelerator pedal of a motor vehicle driver's desired torque corresponds, is added. This allows the engine to be operated in accordance with an adjusted desired torque.
  • the determined adaptation value is thus adapted to the idling operation of the internal combustion engine.
  • the idling operation can now take place at different load points, depending on which torque the electric motor 3 of the hybrid drive receives.
  • the adaptation in idle mode can be performed without concern of an external load torque on the output shaft 4, there are many load points at which the hybrid drive system may be located.
  • the internal combustion engine 2 can output a positive torque (drive torque). give, which is received by the electric motor 3, which is located for example in a generator mode. As a result, the total torque on the output shaft is 0 Nm.
  • the adaptation values needed for the different load points to compensate for the inaccuracies of the torque model may be different. It is therefore proposed to set the adaptation value with which the predetermined setpoint torque is applied to engine variables before conversion in a hybrid drive system as a function of the respective load point of the hybrid drive system in the unloaded idling mode.
  • FIG. 2 schematically shows a block diagram for illustrating the method for operating a hybrid drive system 1 and a method for learning adaptation values as a function of load points of a hybrid drive system 1.
  • the methods may be part of the engine control and are preferably carried out in the common engine control unit 6, which also contains other functions for driving the internal combustion engine 2 of the hybrid drive system or the electric motor 3 provided therein.
  • the schematic representation of FIG. 2 shows the part of the control of the hybrid drive system, which relates to the control of the internal combustion engine 2.
  • a predetermined setpoint torque M S ⁇ ⁇ for example, in an operating state of the hybrid drive system, in which the entire torque is to be provided only via the engine 2, the predetermined by the driver via an accelerator pedal position driver request torque.
  • This predetermined desired torque M S ⁇ ⁇ is supplied to a selection element 11, for example in the form of a demultiplexer.
  • the desired torque Msoii is passed from the selection element 11 depending on a selection signal L to a summer 12.
  • the selection signal L indicates whether a likewise provided speed control 17 is active or not.
  • the speed control 17 is usually deactivated when the engine 2 is not in an unloaded idle mode.
  • the specification of whether the engine is in an unloaded idling mode is specified externally or in the mode Gate control unit 6 determined from other operating variables.
  • the speed control is deactivated, for example by the selection signal is changed and thereby the target torque Msoii is forwarded to the summer 12.
  • the setpoint torque Msoii is applied to an adaptation value M A , which indicates a correction torque.
  • the adaptation value is added to the predetermined setpoint torque M S ⁇ ⁇ .
  • the corrected setpoint torque M S ⁇ ⁇ is fed to a torque model unit 13, the determined from the predetermined corrected target torque M S ⁇ ⁇ engine sizes S1, S2, S3, etc., and this the internal combustion engine 2 is available to operate this.
  • the engine sizes provided may be, for example, the ignition timing (ignition angle), the throttle position and the injection quantity.
  • Other adjustable motor sizes for controlling the internal combustion engine 2, with which the corrected target torque can be adjusted, are conceivable.
  • the adaptation value M A is provided by an adaptation value unit 14.
  • the adaptation value unit 14 includes an adaptation value memory 15 and an interpolation unit 16. Furthermore, the adaptation value unit 14 receives an indication of the instantaneous load point (torque specification) of the hybrid drive in the form of a load point signal LPS.
  • the load point signal indicates the torque contributions of the engine 2 and the electric motor 3 in the unloaded idle mode of the hybrid drive system.
  • a positive drive torque is usually provided by the internal combustion engine 2, which is recorded by a negative load torque of the electric motor 3, which is located in a generator operation, for example for charging a vehicle battery.
  • the drive torque on the output shaft is 0 Nm.
  • the adaptation value M A is determined from the information provided about the load point. This can be done, for example, by means of an adaptation value map stored in the adaptation value memory 15.
  • adaptation values for load points are determined by an interpolation for which no concrete values are stored in the adaptation value memory 15.
  • adaptation values can be determined using a suitable adaptable function with respect to the given load point.
  • adaptation values to be stored in the map compensate for the inaccuracies of the torque model with respect to the individual combustion engine or those resulting from the aging of the internal combustion engine 2.
  • the adaptation values M A should therefore be taught in before commissioning of the internal combustion engine 2 and be updated continuously or at regular intervals.
  • the update of an adaptation value stored in the adaptation map takes place in the unloaded idling mode of the hybrid drive system 1.
  • the speed control 17 is activated, which provides a control torque M Re ge of the selection unit 11 for setting a constant speed.
  • the selection signal L indicates that the control torque M Re gei instead of the desired torque M S ⁇ ⁇ the summing element 12 is provided.
  • the speed control 17 receives as inputs a predetermined SoII- idle speed n S oii_Leeriauf and the current actual speed n ⁇ st .
  • the speed control 17 is preferably designed as a PID controller and has a proportional element P, an integration member I and a differentiating member D.
  • the integration element I adjusts in the steady state of the speed control to a specific integrator value.
  • the integrator value represents a correction value M K for the adaptation value M A at the corresponding instantaneous load point, since the speed control 17 in the control loop also contains the summing element 12, by which the control torque MRegei is also applied during the active speed control with the current adaptation value M A from the adaptation value unit 14.
  • the correction value M K is therefore added to the existing at the load point adaptation value M A.
  • the correction value M K can also be determined from the total sum torque of the internal combustion engine 2 and of the electric motor 3 minus the torque losses.
  • the adaption of the adaptation values stored in the adaptation value map can always take place when the hybrid drive system is in unloaded idling and the speed control is in the steady state. Then, the integration value M ⁇ has assumed a constant amount.
  • an adaptation value M A is stored for each load point of the internal combustion engine 2. Furthermore, the adaptation value map can take into account different engine and converter oil temperatures and different speeds. When determining the load point, it is sufficient to determine the load point of the internal combustion engine 2, since the electric motor 3 in unloaded idle must provide exactly the same amount of torque with a negative sign.
  • the correction values M K provided via the integrator value of the adaptation value unit 14 can be limited for each adaptation step and / or weighted with a weighting factor.
  • the adaptation value can also be included in the feedforward control of the idling control, instead of correcting the modeled torque loss.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un système d’entraînement hybride comportant un moteur à combustion interne (2) et un entraînement électrique (3), comprenant les étapes suivantes : fourniture d’un couple de rotation théorique (Mthéorique), qui indique un couple d’entraînement à délivrer par le moteur à combustion interne; détermination d’un couple théorique adapté (Mthéorique’), en fonction du couple théorique (Mthéorique) et d’une valeur d’adaptation fournie (MA); et commande du moteur à combustion interne (2) avec des données de moteur déterminées en fonction du couple théorique adapté (Mthéorique’), afin de régler sur le moteur à combustion interne (2) le couple d’entraînement prescrit par le couple théorique (Mthéorique). Selon l'invention, la valeur d’adaptation (MA) est fournie en fonction d’un point de charge du système d’entraînement hybride, sachant que le point de charge indique un bilan de couples entre le moteur à combustion interne (2) et l’entraînement électrique (3).
PCT/EP2008/065913 2008-02-15 2008-11-20 Procédé et dispositif pour faire fonctionner un système d’entraînement hybride WO2009100788A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008009430A DE102008009430A1 (de) 2008-02-15 2008-02-15 Verfahren und Vorrichtung zum Betreiben eines Hybridantriebssystems
DE102008009430.7 2008-02-15

Publications (1)

Publication Number Publication Date
WO2009100788A1 true WO2009100788A1 (fr) 2009-08-20

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DE102013109236A1 (de) 2013-08-27 2015-03-05 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Abgleich von Drehmomentanforderungen mehrerer Antriebsaggregate eines Kraftfahrzeugs

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