阅读说明：本技术 用于运行混合动力驱动系统的控制设备和方法 (Control device and method for operating a hybrid drive system ) 是由 M·弗里德里希 M·努斯鲍默尔 于 2020-04-07 设计创作，主要内容包括：本发明涉及一种用于混合动力驱动系统的控制设备,所述混合动力驱动系统包括内燃机、电机、至少一个扭振缓冲器和电子的控制单元,其中,所述扭振缓冲器设计成用于在内燃机以内燃机的全部气缸数运行时的优化的振动阻尼,并且,所述控制单元构造成,使得所述电机在纯电动的运行中至少几乎同样地模拟停用的内燃机的与气缸点火相关的转矩激励,直至内燃再次启动。(The invention relates to a control device for a hybrid drive system comprising an internal combustion engine, an electric machine, at least one torsional vibration damper and an electronic control unit, wherein the torsional vibration damper is designed for optimized vibration damping when the internal combustion engine is operated with the full number of cylinders of the internal combustion engine, and wherein the control unit is designed such that the electric machine at least approximately identically simulates a torque excitation of the deactivated internal combustion engine, which torque excitation is associated with a cylinder firing, in an electric-only operation until the internal combustion engine is started again.)

1. Control device for a hybrid drive system comprising an internal combustion engine (3), an electric machine (5), at least one torsional vibration damper (9) and an electronic control unit (10),

-the torsional vibration damper (9) is designed for optimized vibration damping when the internal combustion engine is operated with the full cylinder number of the internal combustion engine (3), and

the control unit (10) is designed such that, in an electric-only operation, the electric machine (5) at least approximately likewise simulates a cylinder ignition-related torque excitation (MV) of the deactivated internal combustion engine (3) by means of an electrically generated torque excitation (ME) until the internal combustion engine (3) is started again.

2. Control device for a hybrid drive system comprising an internal combustion engine (3), an electric machine (5), at least one torsional vibration damper (9) and at least one electronic control unit (10),

the torsional vibration damper (9) is designed for optimized vibration damping when the internal combustion engine is operated with the full cylinder number of the internal combustion engine (3),

-the internal combustion engine (3) is set up for carrying out full and partial cylinder operation, and

the control unit (10) is designed in such a way that the electric machine (5) supplements the missing cylinder-ignition-related torque excitation (MV) of the deactivated cylinder (Z2, Z4) at least almost equally in the partial cylinder operation of the internal combustion engine (3) by means of an electrically generated torque excitation (ME) until all cylinders of the internal combustion engine (3) are activated again.

3. Control arrangement according to claim 1 or 2, characterized in that the combustion engine (3) is towed by the electric machine (5) in partially or completely deactivated operation.

4. A control arrangement according to any one of the foregoing claims, characterised in that the internal combustion engine (3) has an adjusting arrangement (2) for deactivating inlet valve opening execution and exhaust valve opening execution, and that the control unit (10) is configured such that the inlet valve opening execution and exhaust valve opening execution are deactivated when the internal combustion engine (3) is at least partly or completely deactivated while being dragged by the electric machine (5).

5. A control arrangement according to any one of the foregoing claims, characterised in that an additional torsional vibration damper (4) is arranged between the combustion engine (3) and the electric machine (5).

6. A control arrangement according to any one of the foregoing claims, characterised in that the torsional damper (9) is arranged downstream of the electric machine (5).

7. A control arrangement according to any one of the foregoing claims, characterised in that the torsional vibration damper (4) is configured as a spring stage for vibration damping over the entire rotational speed range.

8. A control arrangement according to any one of the foregoing claims, characterised in that the torsional damper (9) is configured as a rotational speed-dependent centrifugal pendulum for vibration damping in a relatively low rotational speed range.

9. Method for operating a hybrid drive system by means of a control unit (10) according to one of the preceding claims,

-the torsional vibration damper (9) is designed for optimized vibration damping when the internal combustion engine is operated with the full cylinder number of the internal combustion engine (3), and

by means of a control unit (10) for operating the electric motor (5),

in electric-only operation, a torque excitation (MV) of a deactivated internal combustion engine (3) associated with cylinder firing is simulated at least almost equally by means of an electrically generated torque excitation (ME) until the internal combustion engine (3) is started again and/or

In the case of only partially deactivated cylinders of the internal combustion engine (3), the missing cylinder-ignition-related torque excitations (MV) of the deactivated cylinders (Z2, Z3) are at least almost equally supplemented by means of an electrically generated torque excitation (ME) until all cylinders of the internal combustion engine (3) are activated again.

10. Use of the method or the control device according to one of the preceding claims in a P2 topology hybrid drive system with a separating clutch (8) held closed between an internal combustion engine (3) and an electric motor (5).

Technical Field

The invention relates to a control device and a method for operating a hybrid drive system for a motor vehicle, which has at least one electric drive motor (also referred to as an electric machine or simply as an electric motor) and an internal combustion engine (also referred to as an internal combustion engine (VKM)), which can each be used individually or jointly in order to generate a drive torque which is mostly required at the transmission output of the vehicle.

Background

EP 2911928B 1 relates to a method for torsional vibration damping in a drive train having an internal combustion engine (in particular a reciprocating piston engine) and at least one additional machine (in particular an electric machine) connected thereto. Wherein, during at least one first phase of the internal combustion engine, torque pulses are introduced into the drive train, and at least one torque pulse for torsional vibration compensation is generated in a targeted manner by the additional machine, wherein, during at least one second phase following the first phase, the torque pulses of the additional machine are introduced into the drive train in a phase-shifted manner relative to the torque pulses of the internal combustion engine. EP 2911928B 1 is concerned here with providing a comfort-enhancing solution for conventional internal combustion engines with three or fewer cylinders, which is disadvantageous from the point of view of vibration and torsional vibration technology.

Disclosure of Invention

The object of the invention is to improve the comfort and dynamics of a vehicle while maintaining a reduced consumption in a control unit and a method for operating a hybrid drive system.

This object is achieved by the features of the independent claims. The dependent claims are advantageous further developments of the invention.

The independent claims are independent inventive alternatives and technical teachings that can be implemented in combination.

The invention relates to a control device for a hybrid drive system comprising an internal combustion engine, an electric machine, at least one torsional vibration damper and an electronic control unit, wherein the torsional vibration damper is designed for optimized vibration damping in the operation of the internal combustion engine with the total number of cylinders of the internal combustion engine.

In addition, the control unit is designed such that the electric machine in electric-only operation at least approximately likewise simulates the (total) cylinder-firing-related torque excitation of the deactivated internal combustion engine by means of the electrically generated torque excitation until the internal combustion engine is started again.

Alternatively or additionally, the control unit is configured such that the electric machine, when the internal combustion engine is operated with only partially deactivated cylinders, at least approximately equally supplements the missing cylinder-firing-related torque excitation of the deactivated cylinders until all cylinders of the internal combustion engine are activated again. Partial cylinder operation or operation with partially deactivated cylinders means that some cylinders of the internal combustion engine do not ignite and therefore do not provide torque excitation.

Torsional vibration dampers, in particular torsional mass oscillators, are characterized in that the damping masses mounted in an oscillating manner are functionally matched to the excitation of a specific number of cylinders of the internal combustion engine.

The invention is based on the following two basic recognitions, which are related to each other individually or in combination with each other.

Basic cognition 1:

in a hybrid drive train, the damping effect of a torsional vibration damper, preferably in the form of a speed-sensitive mass oscillator, is achieved in the electric driving mode:

according to the invention, in a hybrid drive train having the topology P1 or P2 (fig. 1), torsional vibration dampers (in particular torsional mass oscillators) whose oscillatingly mounted damping masses are functionally matched to the excitation of a specific number of cylinders of the internal combustion engine are provided as a means for damping or damping torsional vibrations of the internal combustion engine.

In the electric driving mode, there is usually no excitation by the internal combustion engine, wherein the torsional mass oscillator or torsional vibration damper loses its damping properties.

When the internal combustion engine is restarted suddenly, the oscillating torsional mass takes a limited time to exert a damping effect due to the starting of the internal combustion engine after purely electric driving. This can therefore lead to an impairment of the comfort, in particular in the case of the P1 architecture, which is used in the simulated P1 mode, i.e. an electric drive with a closed separating clutch, or in the case of the P2 architecture, when transitioning from an electric-only drive to a hybrid and/or internal combustion engine drive.

Thus, according to a first concept of the invention, in purely electric drive, a torque profile similar to the excitation caused by the cylinders of the internal combustion engine is applied to the torque of the electric machine in order to: the torsional vibration damper or torsional mass oscillator, which is held and mounted downstream, plays a role in its damping effect.

Basic cognition 2:

at least one specific torsional vibration damping system in the form of a torsional vibration damper, preferably as a combination of a torsional vibration damper and a torsional vibration damper, is used and the torsional vibration damper (in particular, embodied as a rotational speed-sensitive mass oscillator or centrifugal pendulum) is kept damped at different excitation frequencies based on the engine arrangement of the internal combustion engine by means of a corresponding torque excitation of the electric machine:

the knowledge is based on an evaluation of the oscillation behavior of a hybrid drive train with selective cylinder deactivation, which has at least one rotational speed-sensitive torsional vibration damper, preferably a mass oscillator.

According to the invention, at least one torsional vibration damper of a specific engine arrangement is integrated in the drive train, which ensures that rotational speed oscillations in the drive train are damped (preferably as completely as possible) at preferably relatively low rotational speeds. The torsional vibration damper is adapted to the excitation arrangement when the internal combustion engine is operated with a full number of cylinders. In the case of operation of an internal combustion engine with (partial) cylinder deactivation, the torsional vibration damper loses most of its effect due to the changing, excited engine arrangement.

In order to maintain the damping effect, according to the invention, in the event of (partial) cylinder deactivation, the excitation frequency of the engine, which is arranged in the case of full-cylinder operation, is maintained for the speed-sensitive mass oscillator (DSM) by means of an electric machine, which is preferably integrated between the internal combustion engine and the torsional vibration damper (in particular in the form of a speed-sensitive mass oscillator). The electric machine is a frequency-controlled torque source which supplements the torque excitation of the deactivated cylinders of the internal combustion engine by means of an electrically generated, targeted torque excitation. To this end, the missing torque excitation, which is synchronized in time with the deactivated cylinders, is introduced by the electric machine with a similar amplitude and shape.

Preferably, an additional torsional vibration damper, for example in the form of a spring stage (Federstufe), is integrated between the internal combustion engine and the electric machine in order to damp the torque excitation of the internal combustion engine beforehand, so that the torque excitation caused by the electric machine does not have to take place at the level of the torque excitation of the internal combustion engine.

The invention is also based on the recognition of the following extensions:

when the internal combustion engine is restarted and the necessary tractive force is compensated by the electric machine until the tractive force of the ignited internal combustion engine takes over, undesirably a large amount of energy and time are consumed.

In known hybrid drive topologies with a separating clutch between the internal combustion engine and the electric motor, the internal combustion engine is usually decoupled by opening the separating clutch during electric-only driving. Purely electric driving with a towed or coupled internal combustion engine has not been used to date because of the high drag torque.

In an advantageous embodiment, the invention provides that, under predetermined operating conditions, in particular in the purely electric driving mode and/or during energy recovery, the internal combustion engine is not decoupled (if at all possible) but the drag torque of the internal combustion engine is reduced as far as possible.

In this case, according to the invention, it is proposed that, in the misfiring operation of the internal combustion engine, in particular a scavenging valve control device (for the cylinder inlet valve and the cylinder outlet valve) which is actually provided for charge control in the ignited internal combustion engine be controlled in the sense of at least almost completely, preferably completely, permanently closing the inlet valve and the outlet valve. The misfiring, dragging operation of the internal combustion engine is preferably activated under specific conditions in the case of an electrically pure drive (positive drive torque) or under specific conditions in the case of energy recovery (negative drive torque) with the intake and exhaust valves thus closed.

With the development according to the invention, in the misfiring operation of the internal combustion engine, the drag torque is therefore significantly reduced both in hybrid architectures with a fixed coupling of the electric machine to the internal combustion engine and in hybrid architectures with a separating clutch between the internal combustion engine and the electric machine by means of blocking intake and exhaust valves on the internal combustion engine.

A particularly advantageous embodiment for the locking valve, both in the case of purely electric towing driving and in the case of towing energy recovery, is: the fully variable valve travel control on the intake valve side and the simple deactivation of the valve mechanism on the exhaust valve side by means of the switching actuator. For the purpose of illustrating the principle structure of a possible valve control device for the stroke control of a fully variable valve, reference is made, for example, to DE 10123186 a 1.

It is pointed out that additional features of the claims dependent on the independent claims may form an invention of its own and independent of a combination of all features of the independent claims, without the features of the independent claims or in combination with only a subset of the features of the independent claims, which may be the subject of independent claims, divisional applications or subsequent applications. This applies in the same way to the technical teaching described in the description, which can form an invention independent of the features of the independent claims.

According to another aspect, a Software (SW) program is used in the control unit. The software program may be set up for implementation on a processor of the control unit (for example, on a control unit of a vehicle), and for implementation of the method described in this document.

According to another aspect, a storage medium is described. The storage medium may comprise a software program which is set up for being implemented on a processor and for carrying out the method described herein there from.

It should be noted that the methods, devices, and systems described herein may be used not only alone, but in combination with other methods, devices, and systems described herein. Moreover, any aspects of the methods, devices, and systems described herein may be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in a plurality of ways.

Drawings

Hereinafter, the present invention is described in more detail according to examples. Herein, in the drawings:

fig. 1 schematically shows a vehicle with a hybrid drive train, which can be configured selectively either in a P1 architecture or in a P2 architecture,

fig. 2 shows a first alternative for controlling an electric machine according to the invention, and

fig. 3 shows a second alternative for controlling an electric machine according to the invention.

Detailed Description

Fig. 1 includes an internal combustion engine 3 and an electric machine (electric motor) 5, which can be used individually or jointly in order to generate a drive torque for the vehicle 1. The internal combustion engine 3 and the electric machine 5 are arranged such that the torques generated by the respective drive motors add up to a total drive torque, which is usually transmitted to at least two drive wheels of the vehicle 1, for example via a transmission 7 and an output shaft of the transmission 7. The electrical energy for operating the electric machine 5 is stored in an electrical energy store (not shown in greater detail here), for example a 48V battery or a high-voltage store.

Furthermore, the vehicle 1 comprises an electronic control unit 10 (e.g., a motor controller) which is designed to determine a requested total drive torque. The total drive torque requested may be preset, for example, by the driver of the vehicle 1 via an accelerator pedal. For example, the driver may operate an accelerator pedal in order to request an increased total drive torque. The control unit 10 may be designed to divide the total drive torque required into a first torque for the internal combustion engine 3 and a second torque for the electric machine 5. In other words, the control unit 10 can be designed to operate the internal combustion engine 3 and the electric machine 5 according to the requested total drive torque.

Fig. 1 also shows an optional separating clutch 8, by means of which the internal combustion engine 3 and the electric motor 5 can be decoupled. With this separating clutch 8, there is a so-called P2 hybrid topology. Without this disconnect clutch 8, there is a so-called P1 hybrid topology.

The torsional vibration damper 4 is preferably arranged between the internal combustion engine 3 and the electric motor 5 in the form of a spring damper. A torsional vibration damper 9, for example in the form of a centrifugal pendulum, is connected downstream of the electric motor 5.

The internal combustion engine 3 preferably has a first valve control device for closing the inlet valves and a second valve control device for closing the outlet valves, which first and second valve control devices are combined in the control unit 10 to reduce the drag torque by means of the functional modules for closing the inlet valves and the outlet valves to achieve an extremely effective drag reduction. Finally, a starting element 6 in the form of a clutch or in the form of a torque converter with a lockup clutch is preferably arranged upstream of or in the transmission 7. The device for reducing the drag torque is schematically shown in fig. 1 with reference numeral 2.

The internal combustion engine 3 of the hybrid drive system can be at least partially or completely deactivated, for example, in the case of a (possibly pure) electric operation of the hybrid drive system and/or in the case of energy recovery in so-called freewheeling when the wheels of the vehicle drive the output shaft. The drive shaft of the deactivated internal combustion engine 3 can thus be driven and/or rotated by the electric machine 5 (with the closing of the separating clutch 8) and/or by the wheels of the vehicle 1 in the non-fired trailing mode. The misfiring towed operation of the internal combustion engine 3 has the advantage that the internal combustion engine 3 can be re-ignited quickly and in an efficient manner in order to provide the drive torque for the overall drive system of the vehicle 1.

According to the invention, the torsional vibration damper 9 is designed for optimized vibration damping in the case of a total cylinder number (here 4) of the internal combustion engine 3 during operation of the internal combustion engine.

The effect of the method according to the first alternative according to the invention is shown schematically or qualitatively by means of fig. 2:

the control unit 10 is designed such that, in electric-only operation, the electric machine 5 simulates the cylinder firing-related torque excitations Z1 to Z4 of the deactivated internal combustion engine 3 at least almost identically as electric torque excitations ME (Z1 'to Z4') until the internal combustion engine 3 is started again. The sum signal of the two torque excitations MV and ME is denoted MS.

The effect of the method according to the second alternative according to the invention is illustrated by means of fig. 3:

the control unit 10 is designed such that the electric machine 5, in the case of only partial deactivation of the cylinders of the internal combustion engine 3 (Z2 and Z4 here), supplements the missing cylinder-ignition-related torque excitations MV of the deactivated cylinders at least almost equally to the electrically operated torque excitations ME (Z2 'and Z4') until all cylinders of the internal combustion engine 3 are activated again.

Preferably, the internal combustion engine 3 is towed or remains coupled by the electric machine 5 in a partially or completely deactivated mode (without combustion), wherein the clutch 8 remains closed, in particular in the P2 topology.

The torsional vibration damper 4 arranged between the internal combustion engine 3 and the electric machine 5 is preferably designed as a spring stage for vibration damping over the entire rotational speed range.

The torsional vibration damper 9 arranged downstream of the electric motor 5 is preferably designed as a rotational speed-dependent centrifugal pendulum for vibration damping in a relatively low rotational speed range.

The invention is not limited to the embodiments shown. In particular, it should be noted that the description and drawings are only intended to illustrate the principles of the proposed method, apparatus and system.