HYBRID DRIVETRAIN HAVING ACTIVE TORSIONAL VIBRATION DAMPING, AND METHOD FOR CARRYING OUT THE ACTIVE TORSIONAL DAMPING

• US 20140109720A1
• Filed: 12/27/2013
• Published: 04/24/2014
• Est. Priority Date: 06/28/2011
• Status: Active Grant

• Current Assignee: Schaeffler Technologies AG & Co.KG (INA-Holding Schaeffler GmbH & Co. KG)
• Original Assignee: Schaeffler Technologies AG & Co.KG (INA-Holding Schaeffler GmbH & Co. KG)
• Inventors: Werner, Olaf, Angrick, Carsten, Gramann, Matthias, Dilzer, Martin, Huber, Michael
• Granted Patent: US 9,933,039 B2
• Time in Patent Office: Days
• US Class Current: 74/574.4
• CPC Class Codes: B60K 6/485 Motor-assist type
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 2030/206 related or induced by the engine
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• CPC Class Codes: F16F 15/1421 Metallic springs, e.g. coil or spiral springs
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility
• CPC Class Codes: Y10T 74/2131 Damping by absorbing vibration force [via rubber, elastomeric material, etc.]

Abstract

A drivetrain having an active torsional vibration damping and a method for carrying out the active torsional vibration damping, having an internal combustion engine being affected by torsional vibrations and having a crankshaft, a torsional vibration damper that is operatively connected to the crankshaft and has at least one operating point of low vibration isolation of the torsional vibrations and has a primary inertial mass associated with the crankshaft and an inertial mass associated with a gear input shaft of a gearbox, the inertial mass being rotatable relatively and limitedly with respect to the primary inertial mass against the action of a spring device. The drivetrain also includes an electric motor having a rotating mass operatively connected to the gearbox input shaft, and a control unit, the spring device being formed by linear springs, the rotating mass of the electric motor being designed as a secondary inertial mass.

Claims

1. A drivetrain having a combustion engine subject to torsional vibrations, having a crankshaft, comprising:

a torsional vibration damper that is operationally connected to the crankshaft;

at least one operating point of lesser vibration isolation of the torsional vibrations;

a primary inertial mass assigned to the crankshaft;

a secondary inertial mass opposite the primary inertial mass, which is relatively and rotatable contrary to the effect of a spring device, assigned to a transmission input shaft of a transmission;

an electric machine with a rotating mass that is operationally connected to the transmission input shaft; and

,

a control unit, wherein the spring device is formed of linearly formed springs distributed around the circumference, the rotating mass of the electric machine is designed as the secondary inertial mass, and the electric machine can be regulated by means of the control unit to a compensation torque T_harm that compensates for a disturbance torque T_dyn subject to torsional vibration which occurs at at least one operating point.

2. The drivetrain as recited in claim 1, wherein at least one additional damping element is provided, connected in parallel and/or in series with the torsional vibration damper.

3. A method for carrying out an active torsional vibration damping in a drivetrain according to claim 1, wherein on the basis of parameters at the at least one operating point a disturbance torque T_dyn of the drivetrain is ascertained after the torsional vibration damper, a compensation torque T_harm is ascertained, and the compensation torque T_harm is imprinted on the electric machine.

4. The method as recited in claim 3, wherein a regulation of the compensation torque T_harm is accomplished by means of a P controller which regulates a rotational characteristic of the secondary inertial mass.

5. The method as recited in claim 3, wherein depending on at least one parameter obtained by means of at least one sensor, a torque amplitude characteristic map and torque phase characteristic map representing the disturbance torque T_dyn is stored in the control unit.

6. The method as recited in claim 3, wherein a phase pattern of the disturbance torque T_dyn is ascertained by means of a sender of the upper dead-center position of the combustion engine, or from other known sensor data.

7. The method as recited in claim 3, wherein the at least one operating point represents an idling of the combustion engine, while an idling regulation of the combustion machine occurs by means of the electric machine, in that a regulator regulates the compensation torque T_harm maintenance of a mean idling speed of the crankshaft.

8. The method as recited in claim 3, wherein the at least one operating point represents the occurrence of jerking or load reversal vibrations, where a regulator regulates the compensation torque T_harm to a compensation of rotational nonuniformities of the secondary inertial mass.

9. The method as recited in claim 3, wherein the at least one operating point represents the occurrence of jerking or load reversal vibrations, where a regulator regulates the compensation torque T_harm to a compensation of rotational nonuniformities of the secondary inertial mass.

10. The method as recited in claim 3, wherein the operating point represents a starting of the combustion engine, where a regulator regulates a differential speed of rotation between the primary and secondary inertial masses to zero.