WO2010023091A1 - Procédé et appareil de commande destinés à commander la chaîne cinématique d'un véhicule hybride - Google Patents

Procédé et appareil de commande destinés à commander la chaîne cinématique d'un véhicule hybride Download PDF

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Publication number
WO2010023091A1
WO2010023091A1 PCT/EP2009/060322 EP2009060322W WO2010023091A1 WO 2010023091 A1 WO2010023091 A1 WO 2010023091A1 EP 2009060322 W EP2009060322 W EP 2009060322W WO 2010023091 A1 WO2010023091 A1 WO 2010023091A1
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WIPO (PCT)
Prior art keywords
torque
internal combustion
combustion engine
drive motor
lambda
Prior art date
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PCT/EP2009/060322
Other languages
German (de)
English (en)
Inventor
Markus Hernier
Andreas Greis
Original Assignee
Robert Bosch Gmbh
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Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2010023091A1 publication Critical patent/WO2010023091A1/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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • 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
    • 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
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/43—Engines
    • B60Y2400/435—Supercharger or turbochargers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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 present invention relates to a method and a device according to the preambles of the independent claims. Such a method and apparatus are known per se.
  • Hybrid vehicles due to their powertrain, which is usually equipped with an automatic transmission, increase ride comfort in terms of a smooth start-up operation.
  • So-called full hybrids which are characterized by a separating clutch between the combustion engine and the electric machine, can also drive purely electrically, so that in certain driving situations, the driving noise is quieter than that
  • a diesel engine can be used in the hybrid drive rod.
  • the operation of the diesel engine in the hybrid vehicle changes compared to the use in conventional vehicles by the presence of the additional drive unit, such as an electric machine, which can also deliver torque or record.
  • the interaction of the two drive motors depends on the topology of the hybrid vehicle, the individual driving profile and the characteristics of the drive motors and / or the energy storage.
  • conventional diesel engines already have full load smoke limitation.
  • a second injection quantity is calculated as a function of the air mass, parallel to the calculation of a first injection quantity, which takes place as a function of a torque request.
  • the second injection amount is calculated on the basis of the requirement that it still does not generate any inadmissible smoke emission. Subsequently, the smaller of the two calculated injection quantities is used for the actual fuel metering. A selection of the second injection quantity results in the torque generated by the internal combustion engine remaining behind the torque request.
  • the object of the invention is to specify a method and a device which avoids or at least reduces these disadvantages.
  • the invention is based on the recognition that the increased emissions and fuel consumption disadvantages are based on effects in the air path of the internal combustion engine that occur with rapid changes in torque requirements. For example, an exhaust gas turbocharger with an increase in the torque request, the requested higher air flow only with a certain delay, resulting in a temporary enrichment of the fuel-air mixture. This enrichment results in increased soot emissions. Conversely, it looks like when the
  • Torque request is lowered quickly.
  • the exhaust gas turbocharger in this case provides too much air, which reduces soot emissions but increases NO x emissions.
  • the oxygen content that the resulting combustor bottoms ultimately have depends on dynamic, i. for rapid changes in the torque request of the interaction of the exhaust gas turbocharger with the storage effect of the intake and the exhaust gas recirculation path. As a result, these effects cause the consumption and emissions of the internal combustion engine to be higher with rapid changes in the torque demand than with the same level of steady state / steady state torque demand.
  • the invention provides that it is checked whether an actual value of the lambda detected during changes in the torque requests lies within an interval of permitted values and that when it is outside, an amount of fuel to be supplied to the internal combustion engine is corrected such that the actual lambda value runs back into the permitted range and that resulting from the correction changes in the torque contribution of the internal combustion engine can be compensated by a controlled change in the torque contribution of the second drive motor.
  • the correction can be done in both directions.
  • the amount of fuel to be metered can be reduced in the event of a lack of air and increased in the case of excess air.
  • By reducing fuel quantity as a function of the detected lambda actual value an increase in soot emissions is limited.
  • An increase in the fuel quantity taking place as a function of the detected lambda actual value limits an increase in the NO x emissions.
  • Changing the torque contribution of the second drive motor has the great advantage that the changes in fuel supply do not affect the drivability of the hybrid vehicle.
  • the invention thus allows in particular a reduction of NO x emissions by increasing the fuel supply, without the motor vehicle accelerates undesirable.
  • FIG. 1 shows a drive train of a hybrid vehicle with a device comprising a plurality of control devices for its control
  • Fig. 2 shows an internal combustion engine with an internal combustion engine control unit and sensors and actuators
  • Fig. 3 shows an embodiment of an inventive division of a
  • Torque request to an internal combustion engine and a second drive motor of the drive train in the form of a signal flow diagram.
  • the drive train 10 has an internal combustion engine 14, another drive motor 16, a change gear 18, a clutch 19, a differential 20, drive wheels 22 and an energy storage 24.
  • the control unit network 12 represents an exemplary embodiment of a device according to the invention.
  • the control unit network 12 is set up, in particular programmed, to control the sequence of one of the methods presented here. It is understood that the functions performed thereby can also be distributed differently to the controllers involved in more or fewer control units or within the control unit network 12.
  • the internal combustion engine 14 has a lambda control operating with an air mass as a reference variable. Typical representatives of such internal combustion engines are modern diesel engines, which are equipped with an exhaust gas recirculation and an exhaust gas turbocharger.
  • the further drive motor 16 is in a preferred embodiment, an electric machine, in particular an optionally operable as a drive motor or as a generator electric machine.
  • the energy storage 24 is used in this case as a memory of electrical energy and is realized as a battery and / or capacitor arrangement. For the following description, it is assumed that such an electric machine as a second drive motor.
  • the invention can also be realized with other energy stores, for example with mechanical energy stores such as pressure accumulators or rotating flywheels, as well as with hydraulic and / or electrical power transmissions.
  • the torque contributions of the internal combustion engine 14 and the further drive motor 16 are added in the transmission 18.
  • the transmission 18 is in a preferred embodiment to an automatic transmission.
  • the separating clutch 19 is used for selectively coupling or uncoupling the internal combustion engine 14.
  • the internal combustion engine 14 is controlled by an internal combustion engine control unit 26.
  • An electric drive controller 28 controls the electric machine.
  • a clutch controller 30 controls the automatic disconnect clutch 19.
  • a transmission controller 32 controls the automatic transmission 18 and a brake controller 34 controls brakes of the drive wheels 22.
  • the controllers 28, 30, 32 and 34 are interconnected via a hybrid bus system 36, which is implemented, for example, as a hybrid CAN bus (CAN: Controller Area Network). To the hybrid bus system 36 is also a
  • Battery management system 38 is connected, which monitors the state of charge of the energy storage 24.
  • the energy storage device 24 is charged by the electric machine 16 operated as a generator when it is driven by the rolling-over or braking operation vehicle or by the internal combustion engine 14.
  • a vehicle controller 40 is connected to the hybrid bus system 36.
  • the vehicle control unit 40 communicates via further bus 44 and a gateway bus 42 with the engine control unit 26.
  • the gateway bus 42 serves for protocol adaptation. It is understood that the communication between the
  • Internal combustion engine control unit 26 and connected to the other bus 44 control devices can also be done directly without the interposition of a gateway bus 42 when the communication protocols of the control units involved are matched.
  • a vehicle dynamics control unit 46 is connected to the other bus 44.
  • a driver of the motor vehicle signals the vehicle control unit 40 about its torque request via a desired driver 48. Further torque demands may be provided by the vehicle dynamics control controller 46, for example.
  • the vehicle control unit 40 distributes such torque requests and requests according to predetermined criteria to a first torque contribution to be applied by the internal combustion engine 14 and a second torque contribution to be applied by the further drive motor 16.
  • the internal combustion engine 14 has an air system 50, a fuel system 52, an exhaust system 54, and a turbocharger 56 with an actuator 57 for changing the turbine geometry (eg, the blade position).
  • Exhaust gas recirculation valve 58 and various sensors on.
  • a rotational speed sensor 60 detects the rotational speed n of the internal combustion engine 14
  • a coolant temperature sensor 62 detects a coolant temperature T of the internal combustion engine 14
  • an air mass meter 64 detects an intake air mass mL
  • an exhaust gas probe 66 detects an air ratio lambda of the exhaust gas. It is understood, however, that the enumeration of the sensors and probes is not exhaustive and that modern internal combustion engines may have a variety of other sensors.
  • the known lambda control is used in diesel engines and has a cascade control in which a lambda control loop is superimposed on an air mass control loop.
  • the engine control unit 26 is configured to operate as a controller for both control loops.
  • a setpoint air mass is determined from a characteristic map as a function of a predetermined amount of fuel to be injected and the current speed n of the internal combustion engine.
  • the actual air mass mL actually flowing into the internal combustion engine is measured by the air mass meter 64.
  • a hot film air mass meter is used for this air mass measurement. From the actual air mass and the target air mass, a difference is formed as a control deviation, which is processed by an air mass controller to a drive signal S_AGR for the exhaust gas recirculation valve 58 as an air mass actuator.
  • the residual gas content that is, the exhaust gas content of combustion chamber fillings of the internal combustion engine 14.
  • Residual gas content reduces the fresh gas content. Accordingly, the residual gas content is increased (reduced) by triggering the exhaust gas recirculation valve 58 when the actual air mass smaller (larger) than the target air mass.
  • the exhaust gas recirculation causes a lowering of the combustion temperatures and thus a reduction of the NOx emissions.
  • a second control loop is superimposed, in which the actual air mass from the injected fuel mass and the signal lambda of the exhaust gas probe 66 is determined, which detects the oxygen concentration in the exhaust gas.
  • the air ratio lambda is known to be defined as the ratio of two air masses, the air mass actually involved in a combustion of a certain fuel mass being in the meter and the air mass required for a stoichiometric combustion of the determined fuel mass being in the denominator.
  • a stoichiometric is known to be defined as the ratio of two air masses, the air mass actually involved in a combustion of a certain fuel mass being in the meter and the air mass required for a stoichiometric combustion of the determined fuel mass being in the denominator.
  • mLJst mK_ist * 14.7 * lambda
  • mkjst the injected fuel mass
  • lambda the measured air ratio
  • the actual air mass determined in this way is compared with the same desired air mass used in the air mass control loop.
  • a control deviation formed from the comparison is processed by a lambda controller in the engine control unit 26 to an air mass correction value, which is processed in the formation of the control deviation in the air mass control loop with the same sign as the target air mass.
  • the outer lambda control circuit improves the accuracy of the exhaust gas recirculation system.
  • FIG. 3 shows the distribution of a torque request to the internal combustion engine 14 and the electric machine 28.
  • a torque request MF_48 is considered, which is generated by the driver 48 when actuated by the driver.
  • This torque request MF_48 is divided in the vehicle control unit 40 according to predetermined criteria to the engine 14 and the electric machine 26. The division takes place as a function of the operating strategy and in particular as a function of factors such as the state of charge of the energy storage 24 and the temperature of the internal combustion engine 14.
  • the distribution takes place with changes in the torque request MF_48 or another processed in the vehicle control unit 40 Torque request as a function of a lambda actual value, which is detected by the exhaust gas probe 66 of the engine 14.
  • the vehicle control unit 40 generates a first torque request MF_14 for the torque contribution to be applied by the internal combustion engine 14 and a second torque request MF_16 for the torque contribution to be applied by the electric machine 16.
  • the sum of the two torque requests MF_14 and MF_16 corresponds in the considered example to the torque request MF_48.
  • the sum of the torque requests MF_14, MF_16 will be the sum of all torque requests applied to the driveline 10 to satisfy the driver's request, drive the accessories, and / or meet other vehicle dynamics control functions or standstill functions or cruise control functions become.
  • the torque request MF_18 to the electric machine 18 is from the electric drive control unit 28 to a manipulated variable for controlling the electrical
  • the torque request MF_14 to the internal combustion engine 14 is processed by the engine control unit 26 to control variables for the internal combustion engine 14.
  • the critical torque development quantity is the fuel injection quantity since the internal combustion engine 14 is operated with excess air.
  • manipulated variables for the air supply of the internal combustion engine are formed in the engine control unit 26. Examples of such manipulated variables are the charge pressure of an exhaust gas turbocharger, the blade position or another, the turbine geometry of an exhaust gas turbocharger with variable turbine geometry influencing variable, and the opening cross-section of an exhaust gas recirculation valve.
  • actuating variables that are parallel in time are output, which increase an air supply to the combustion chambers of the internal combustion engine 14.
  • an embodiment provides for an increase of the torque of the internal combustion engine 14 by increasing the injection quantity. As a result, the available amount of air is optimally utilized for torque generation.
  • the limits of the permitted range are variable and are determined by map accesses. Values of the lower limit are taken from a first characteristic map, while values of the upper limit are taken from a second characteristic field. Both maps are addressed with operating parameters of the engine 14. In a preferred embodiment, these operating characteristics include at least two of the following variables: speed, injection quantity, measured intake air mass, coolant temperature, etc.
  • the torque contribution of the internal combustion engine 14 is reduced.
  • the resulting reduction dM of the torque contribution of the internal combustion engine 14 is calculated by the engine control unit 26 and communicated to the vehicle control unit 40.
  • the vehicle controller 40 then increases the torque request MF_16 to the electric machine 16 to compensate for the reduction in the torque contribution of the engine 14. Ideally, the increase in the torque contribution of the electric machine 16 corresponds exactly to the reduction of the torque contribution of the internal combustion engine 16.
  • an embodiment provides for a partial compensation.
  • compliance with the predetermined lambda interval limits is given priority over the torque request.
  • An alternative embodiment provides that the reduction of the torque of the internal combustion engine 14 takes place as a function of the torque reserve of the electric machine 16. It will here the torque reserve reserves the distance of the currently requested torque of the electric machine 16 understood by their maximum torque available. The maximum torque of the electric machine 16 which can be provided depends inter alia on the state of charge of the energy store 24. In this embodiment, the torque of the internal combustion engine 14 is not reduced further than by the
  • Torque reserve of the electric machine 16 can be compensated.
  • the provision of the requested torque is given priority over compliance with the lambda interval limits.
  • This embodiment is particularly recommended for torque requirements that are generated by driving stability functions to give the driving safety, if necessary, and in the short term appropriate priority.
  • Engine control unit 26 is calculated and communicated to the vehicle control unit 40.
  • the vehicle controller 40 then reduces the torque request MF_16 to the electric machine 16. If the decrease dM is less than the current demand MF_16, the torque applied by the electric machine 16 is reduced. As a result, in particular the energy removal from the energy store 24 is reduced, so that the increase in the injection quantity of the internal combustion engine 14 resulting from emission reasons does not entail any consumption disadvantages.
  • the electric machine 16 is operated in a preferred embodiment as a torque-receiving generator. As a result of the resulting charging of the energy store, the fuel consumption of the drive train 10 is reduced even further overall.
  • Exhaust stream of the internal combustion engine 14 arranged exhaust gas probe is detected.
  • another embodiment provides other information, for example the signal of an air mass sensor of the internal combustion engine 14 and / or a position of an exhaust gas recirculation valve and / or a position of a swirl flap in the air supply system of the internal combustion engine 14 with the metered amount of fuel to determine the Lambda actual value to use.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé de commande de la chaîne cinématique (10) d'un véhicule hybride avec un moteur à combustion interne (14) qui possède une régulation lambda utilisant une masse d'air comme grandeur de référence, et un autre moteur d'entraînement (16). Les exigences de couple (MF_48) sont subdivisées selon des critères prédéterminés entre une première contribution de couple (MF_14) à fournir par le moteur à combustion interne (14) et une deuxième contribution de couple (MF_16) à fournir par l'autre moteur d'entraînement (16). Le procédé est caractérisé en ce que l'on contrôle, lors des variations des exigences de couple (MF_48), si la valeur réelle lambda déterminée se situe dans un intervalle de valeurs admissibles, en ce que, si elle se trouve en dehors, la quantité de carburant à fournir au moteur à combustion interne (14) est corrigée pour que la valeur réelle lambda revienne dans la plage autorisée, et en ce que les variations de la contribution de couple du moteur à combustion interne (14) provoquées par la correction sont compensées par une variation contrôlée de la contribution de couple du second moteur d'entraînement (16). Une revendication indépendante concerne un dispositif conçu pour la mise en œuvre du procédé.
PCT/EP2009/060322 2008-08-26 2009-08-10 Procédé et appareil de commande destinés à commander la chaîne cinématique d'un véhicule hybride WO2010023091A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008041566.9 2008-08-26
DE102008041566A DE102008041566A1 (de) 2008-08-26 2008-08-26 Verfahren und Steuergerät zum Steuern eines Triebstangs eines Hybridfahrzeugs

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WO2010023091A1 true WO2010023091A1 (fr) 2010-03-04

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PCT/EP2009/060322 WO2010023091A1 (fr) 2008-08-26 2009-08-10 Procédé et appareil de commande destinés à commander la chaîne cinématique d'un véhicule hybride

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DE (1) DE102008041566A1 (fr)
WO (1) WO2010023091A1 (fr)

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
DE102014216399B4 (de) 2014-08-19 2024-05-29 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors mit Abgasrückführung und entsprechendes Motorsystem, Computerprogramm und Speichermedium
DE102019200491A1 (de) 2019-01-16 2020-07-16 Volkswagen Aktiengesellschaft Verfahren zur Steuerung eines Antriebsstrangs eines Fahrzeugs
DE102019214880A1 (de) * 2019-09-27 2021-04-01 Zf Friedrichshafen Ag Verfahren zum Überprüfen und/oder Korrigieren einer Temperatur eines Steuerventils

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5806617A (en) * 1995-04-20 1998-09-15 Kabushikikaisha Equos Research Hybrid vehicle
EP1065362A1 (fr) * 1998-03-19 2001-01-03 Hitachi, Ltd. Vehicule hybride
EP1522450A2 (fr) * 1998-09-14 2005-04-13 Paice LLC Commande du démarrage et de l'arrêt du moteur thermique d'un véhicule hybride

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5806617A (en) * 1995-04-20 1998-09-15 Kabushikikaisha Equos Research Hybrid vehicle
EP1065362A1 (fr) * 1998-03-19 2001-01-03 Hitachi, Ltd. Vehicule hybride
EP1522450A2 (fr) * 1998-09-14 2005-04-13 Paice LLC Commande du démarrage et de l'arrêt du moteur thermique d'un véhicule hybride

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