Hybrid drivetrain having active torsional vibration damping, and method for carrying out the active torsional damping

• US 9,933,039 B2
• Filed: 12/27/2013
• Issued: 04/03/2018
• 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, Huber, Michael, Angrick, Carsten, Gramann, Matthias, Dilzer, Martin
• Primary Examiner(s): McMahon, Marguerite
• Assistant Examiner(s): Kim, James
• Application Number:
  US14/141,885
• Publication Number:
  US 20140109720A1
• Time in Patent Office: 1,558 Days
• Field of Search: 1231921
• 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 method for carrying out an active torsional vibration damping in a drivetrain having a combustion engine subject to torsional vibrations, the drivetrain comprising a torsional vibration damper that is operationally connected to a crankshaft of the combustion engine, a primary inertial mass arranged on the crankshaft, an electric machine operationally coupled to a transmission input shaft of a transmission, the electric machine having a rotor forming a secondary inertial mass assigned to the transmission input shaft, a spring device coupling the primary inertial mass and the secondary inertial mass to be relatively and limitedly rotatable with respect to each other, and a control unit for regulating an output torque of the electric machine to a compensation torque that compensates for a disturbance torque subject to torsional vibration which occurs at at least one operating point, the method comprising the steps of:

receiving data from at least one sensor;

determining a differential angle of rotation between the primary inertial mass and the secondary inertial mass based on the data;

calculating the disturbance torque of the drivetrain based on predetermined parameters and the differential angle of rotation;

determining the compensation torque based on the disturbance torque;

imprinting the compensation torque onto a memory to be used by the electric machine; and

,

using the rotor of the electric machine to implement the compensation torque to the drivetrain.

2. The method as recited in claim 1, 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 to maintenance of a mean idling speed of the crankshaft.

3. The method as recited in claim 1, wherein the at least one operating point represents the occurrence of jerking or load reversal vibrations, where a regulator regulates the compensation torque to a compensation of rotational nonuniformities of the secondary inertial mass.

4. The method as recited in claim 1, wherein the at least one 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.

5. The method as recited in claim 1, wherein the step of receiving data from at least one sensor comprises:

receiving a first set of information from a first sensor operatively arranged before the primary inertial mass.

6. The method as recited in claim 5, wherein the first sensor is operatively arranged in the combustion engine.

7. The method as recited in claim 1, wherein the primary inertial mass, the secondary inertial mass and the spring device form a torsional vibration damper.

8. The method as recited in claim 7, wherein the spring device is formed of linearly formed springs distributed around a circumference of the torsional vibration damper.

9. The method as recited in claim 7, wherein the step of receiving data from at least one sensor comprises:

receiving a first set of information from a first sensor operatively arranged before the primary inertial mass; and

,

receiving a second set of information from a second sensor operatively arranged after the torsional vibration damper.

10. The method as recited in claim 1, wherein the step of imprinting the compensation torque onto a memory to be used by the electric machine comprises:

obtaining at least one parameter from the at least one sensor;

creating one or more torque characteristic maps based on at least one parameter; and

,

storing the one or more torque characteristic maps onto the memory to be used by the electric machine.

11. The method as recited in claim 10, wherein the one or more torque characteristic maps are:

developed empirically or using a simulation of the hybrid drivetrain; and

,

adapted continuously to changes occurring in the drivetrain.

12. The method as recited in claim 1, wherein the step of determining a differential angle of rotation between the primary inertial mass and the secondary inertial mass based on the data comprises:

receiving a signal from the at least one sensor;

determining an upper dead-center position of one or more cylinders of the combustion engine based on the signal; and

,

determining the phase position of the crankshaft based on the upper dead-center position.

13. A method for carrying out an active torsional vibration damping in a drivetrain having a combustion engine subject to torsional vibrations, the drivetrain comprising a torsional vibration damper that is operationally connected to a crankshaft of the combustion engine, a primary inertial mass arranged on the crankshaft, an electric machine operationally coupled to a transmission input shaft of a transmission, the electric machine having a rotor forming a secondary inertial mass assigned to the transmission input shaft, a spring device coupling the primary inertial mass and the secondary inertial mass to be relatively and limitedly rotatable with respect to each other, and a control unit for regulating an output torque of the electric machine to a compensation torque that compensates for a disturbance torque subject to torsional vibration which occurs at at least one operating point, the method comprising the steps of:

receiving data from one or more sensors;

determining a differential speed of rotation between the primary and secondary inertial masses based on the data;

calculating the disturbance torque based on the differential speed of rotation;

determining the compensation torque based on the disturbance torque;

imprinting the compensation torque onto a memory to be used by the electric machine; and

,

using the rotor of the electric machine to implement the compensation torque to the drivetrain.

14. A method for active torsional vibration damping comprising:

providing a drivetrain comprising;

a combustion engine including a crankshaft with a primary inertial mass;

a transmission input shaft drivingly engaged with an electric machine including a secondary inertial mass;

a torsional vibration damper, including a plurality of linearly formed springs arranged around a circumference, the torsional vibration damper operatively arranged in a torque path between the crankshaft and the transmission input shaft to permit limited relative rotation of the secondary inertial mass relative to the primary inertial mass; and

,

a control unit;

the method comprising;

exciting the drivetrain with torsional vibrations from the combustion engine;

selecting an operating point of lesser vibration isolation;

determining a disturbance torque T_dyn at the operating point of lesser vibration isolation in the torque path after the torsional vibration damper;

calculating a compensation torque T_harm to compensate for the disturbance torque; and

,

applying the compensation torque T_harm to the drivetrain with the electric machine.

15. The method for active torsional vibration damping as recited in claim 14, wherein the control unit comprises a P controller for regulating rotation of the second inertial mass to determine the compensation torque T_harm.

16. The method for active torsional vibration damping as recited in claim 14, wherein:

the drivetrain includes at least one sensor;

the sensor is used to determine the disturbance torque T_dyn; and

,

the disturbance torque T_dyn is represented by a torque amplitude characteristic map and a torque phase characteristic map stored in the control unit.

17. The method for active torsional vibration damping as recited in claim 14, wherein:

the drivetrain includes an upper dead-center position sender for the combustion engine; and

,

the upper dead-center position sender is used to determine a phase pattern of the disturbance torque T_dyn.

18. The method for active torsional vibration damping as recited in claim 14, wherein:

the operating point of lesser vibration isolation is at an idle speed of the combustion engine;

the compensation torque T_harm is determined to maintain a mean idle speed of the crankshaft; and

,

using the electric machine to apply the compensation torque T_harm to the drivetrain regulates the idle speed of the combustion engine.

19. The method for active torsional vibration damping as recited in claim 14, wherein:

the operating point of lesser vibration isolation includes jerking or load reversal vibrations; and

,

the compensation torque T_harm is determined to compensate for rotational nonuniformities of the secondary inertial mass.

20. The method for active torsional vibration damping as recited in claim 14, wherein:

the operating point of lesser vibration isolation is selected during a starting of the combustion engine; and

,

the compensation torque T_harm is determined to maintain a zero differential rotational speed between the primary inertial mass and the secondary inertial mass.