DE102018213631B4 - Method for regulating an overall torque setpoint for a hybrid drive, torque control device and motor vehicle - Google Patents

Abstract

Method for regulating a total torque setpoint for a hybrid drive, a faster total torque setpoint for the hybrid drive (Tqf) being determined by a torque control device (MR), depending on the total torque setpoint (Tq) and at least one torque requested as a quick torque intervention (Tqef) (S1 ), - depending on the total torque setpoint (Tq) and at least one torque requested as slow torque intervention (Tqes), a slow total torque setpoint for the hybrid drive (Tqs) is determined (S2), - the fast total torque setpoint for the hybrid drive (Tgf) by a predetermined one The first intervention algorithm (A1) is divided into a torque setpoint for a fast path of an internal combustion engine (TqVf) and a torque setpoint for an electric motor (TqE) (S3), - from the slow total torque setpoint for the hybrid drive (Tqs) and the torque setpoint for the electric motor ( TqE) by a predetermined second n intervention algorithm (A2) a torque target value for a slow path of the internal combustion engine (TqVs) is calculated (S4), - a torque of the internal combustion engine (TV) is regulated according to the torque target value for the fast path of the internal combustion engine (TqVf) (S5), - the The torque of the internal combustion engine (TV) is regulated (S6) according to the torque setpoint for the slow path of the internal combustion engine (TqVs), and - a torque of the electric motor (TE) is regulated (S7) according to the torque setpoint of the electric motor (TqE), characterized in that that - an upper dynamic limit value (TVu) and / or a lower dynamic limit value (TVd) for the fast path of the internal combustion engine (TqVf) are calculated from a current state of an air path of the internal combustion engine, and - the torque setpoint of the electric motor (TqE) a correction value of the torque setpoint for the fast path of the internal combustion engine (TqEC), which is outside one of the upper (TVu) and the lower dynamic limit rt (TVd) limited area is added.

Description

The torque coordination of vehicles with hybridized powertrains requires the coordination of the torque of an internal combustion engine with that of an electric motor, which in hybrid systems is also referred to as an electric machine. In parallel hybrids, their torques add up at least in certain drive train modes (e.g. always in P0 hybrids such as systems with belt starter generator or P1 hybrid with integrated starter generator; in states with a connected combustion engine in P2 hybrids). The total torque to be displayed is determined in most driving states by the driver's request (including driver assistance systems such as cruise control). The torque of the electric motor is generally determined by the energy management, with operation of the electric motor in generator mode providing electrical energy and typically charging an electrical energy store (e.g. high-voltage battery, capacitor), while operation of the electric motor in motor mode consumes electrical energy and typically an electrical one Energy storage discharges.

In certain driving situations, however, dynamic torque interventions can briefly modify the torque setpoint. These torque interventions can include, for example, torque reductions or increases when shifting an automatic transmission, when synchronizing the speed, when deactivating a sailing function, or when regulating traction and vehicle stability. While this change in torque is to be implemented in non-hybridized systems by the internal combustion engine, in hybrid systems this change can optionally be made by the internal combustion engine or the electric motor. In the case of a torque reduction via the electric motor, electrical energy is generated in generator mode at the same time, while with the otherwise usual torque reduction via the internal combustion engine in Otto engines, energy is lost via an ignition angle intervention which leads to a later ignition. In all engine types of the internal combustion engine, unsteady operating states can arise, which can have an adverse effect on fuel consumption or emissions. A torque increase by the electric motor, on the other hand, can avoid unsteady operating states of the internal combustion engine or unfavorable operating states with a particularly high internal combustion engine load. In addition, an increase in torque with the electric motor is possible particularly quickly, since the reaction time of the electric motor is significantly shorter than that of an internal combustion engine, the torque build-up of which is delayed by the relatively slow system reaction of the air path, which regulates the build-up of the boost pressure. This is particularly the case with Otto engines, but also with diesel engines if they are operated at the soot limit.

• Eine Momentenanforderung für den sogenannten schnellen Pfad, die das unmittelbar umzusetzende Moment bestimmt, und eine Momentenanforderung für den sogenannten langsamen Pfad, welche zur Steuerung relativ träger Systeme wie des Luftpfades dient. Im Stationärbetrieb des Motors sind beide Momentenanforderungen im Allgemeinen gleich, so dass der Luftpfad so eingeregelt wird, wie es zur Darstellung des im schnellen Pfad geforderten Momentes optimal ist. Mit optimal kann beispielsweise ein bestimmter Wirkungsgrad gemeint sein. In dynamischen Situationen können die Momentenanforderungen des schnellen und des langsamen Pfades voneinander abweichen. So kann beispielsweise eine kurzzeitige Momentenreduzierung nur auf dem schnellen Pfad erfolgen, um keinen Regeleingriff auf dem Luftpfad zu verursachen. Das Moment wird dann beim Ottomotor meist über Spätverstellung der Zündung und gegebenenfalls des Einspritzmusters bzw. beim Dieselmotor durch Reduktion der Einspritzmenge reduziert, um die geforderte Momentenreduzierung auf dem schnellen Pfad zu erreichen. Auch kann bei einer Momentenerhöhung die Erhöhung des langsamen Pfades derjenigen des schnellen Pfades vorauseilen, um der verzögerten Reaktion des Luftpfades entgegenzuwirken und ein möglichst genaues Befolgen der schnellen Momentenanforderung zu ermöglichen. Die geforderten Momentenwerte für den schnellen und
• langsamen Pfad beziehen sich dabei bei modernen Regelungsstrukturen meist auf ein Kupplungsmoment, welches die Summe der Momente des Verbrennungsmotor, des Elektromotors und Verlusten für Nebenaggregate, wie z.B. eine mechanisch angetriebene Klimaanlage beschreibt. Während diese Regelstrategien für Fahrzeuge mit Verbrennungsmotor weit verbreitet sind und einen direkten Bezug zu den Stellgrößen des Verbrennungsmotors haben (schneller Pfad betrifft die Zündung oder die Einspritzung;
• langsamer Pfad den Luftpfad), ist die Interpretation solcher Anforderungen in Hybridsystemen nicht ohne weiteres möglich, falls Momenteneingriffe nicht ausschließlich über den Verbrennungsmotor erfolgen sollen. Dabei soll jedoch vor allem bei einer Hybridisierung mit verhältnismäßig kleinen Elektromotoren, wie dies z.B. bei Mikro- oder Mild-Hybrid-Systemen der Fall ist, ein möglichst geringer Eingriff in die Regelungsstruktur des Fahrzeuges erfolgen. Dies erfordert, dass die Motorsteuerung Momentenanforderungen externer Systeme auf schnellem und langsamem Pfad in Hybridsystemen in vorteilhafter Weise interpretiert, um einen optimalen Betrieb des Hybridsystems auch während der Momenteneingriffe zu gewährleisten.

Control structures implemented in vehicles often use two parallel torque requests from external systems due to the slow system reaction of the air path of an internal combustion engine:

• A torque requirement for the so-called fast path, which determines the torque to be implemented immediately, and a torque requirement for the so-called slow path, which is used to control relatively inert systems such as the air path. In steady-state operation of the engine, both torque requirements are generally the same, so that the air path is regulated in such a way that it is optimal for representing the torque required in the fast path. Optimal can mean, for example, a certain degree of efficiency. In dynamic situations, the torque requirements of the fast and slow path can differ from one another. For example, a brief torque reduction can only take place on the fast path in order not to cause any control intervention on the air path. In the case of a gasoline engine, the torque is usually reduced by retarding the ignition and, if necessary, the injection pattern or, in the case of a diesel engine, by reducing the injection quantity in order to achieve the required torque reduction on the fast path. In the case of an increase in torque, the increase in the slow path can also precede that of the fast path in order to counteract the delayed reaction of the air path and to enable the rapid torque requirement to be followed as precisely as possible. The required torque values for the fast and
• In modern control structures, slow path mostly refer to a clutch torque, which describes the sum of the torques of the combustion engine, the electric motor and losses for ancillary units, such as a mechanically driven air conditioning system. While these control strategies are widespread for vehicles with internal combustion engines and have a direct relationship to the manipulated variables of the internal combustion engine (faster path relates to ignition or injection;
• slow path the air path), the interpretation of such requirements in hybrid systems is not easily possible if torque interventions are not to take place exclusively via the internal combustion engine. In this case, however, especially in the case of a hybridization with relatively small electric motors, as is the case with Micro- or mild hybrid systems are the case, the least possible intervention in the control structure of the vehicle. This requires the engine control to interpret torque requests from external systems on a fast and slow path in hybrid systems in an advantageous manner, in order to ensure optimal operation of the hybrid system even during torque interventions.

From the DE 10 2008 012 871 A1 a method of hybrid powertrain torque control is known. The method provides for a torque output of both an internal combustion engine and an electric motor to be regulated.

From the DE 10 2005 060 858 A1 a method for operating a hybrid vehicle is known. The hybrid drive has at least a first and a second drive machine connected to the drive, an actual torque of at least one of the drive machines being influenced by a guide former.

From the DE 10 2007 027 053 A1 a method for controlling a hybrid drive is known. The hybrid drive comprises at least one internal combustion engine and at least one electric machine. It is provided that torque requirements are divided into different categories and, depending on the respective category, the torque requirements are assigned to different adjustment paths.

US 2005/0 060 080 A1 describes a method for rapid torque coordination in a vehicle.

A method for regulating an overall torque setpoint for a hybrid drive is provided. In the method, it is provided that a torque control device determines a faster total torque setpoint for the hybrid drive as a function of the total torque setpoint and at least one torque requested as a fast torque intervention and, depending on the total torque setpoint and at least one torque requested as a slow torque intervention, a slow total torque setpoint for the hybrid drive is determined. The fast total torque setpoint for the hybrid drive is divided by a predetermined first intervention algorithm into a torque setpoint for a fast path of the internal combustion engine and a torque setpoint for the electric motor. From the slow overall torque setpoint for the hybrid drive and the torque setpoint for the electric motor, a torque setpoint for a slow path of the internal combustion engine is calculated by a predetermined second intervention algorithm. The torque control device regulates a torque of the internal combustion engine according to the torque setpoint for the fast path of the internal combustion engine and regulates the torque of the internal combustion engine according to the torque setpoint for the slow path of the internal combustion engine. The torque control device regulates a torque of the electric motor according to the torque setpoint of the electric motor.

In other words, the total torque setpoint for the hybrid drive is regulated by the torque control device. In a first step, the torque control device calculates the rapid total torque setpoint for the hybrid drive as a function of the total torque setpoint and the at least one rapid torque intervention. In a second step, the torque control device calculates the slow total torque setpoint for the hybrid drive as a function of the total torque setpoint and the at least one slow torque intervention. According to the first intervention algorithm, the fast total torque setpoint for the hybrid drive is divided, the torque setpoint for the fast path of the internal combustion engine and the torque setpoint for the electric motor being determined by the division. According to the second intervention algorithm, the torque setpoint for the slow path of the internal combustion engine is determined, which results from the slow total torque setpoint for the hybrid drive and the torque setpoint for the electric motor. To implement the torque setpoints, the torque of the internal combustion engine is regulated according to the torque setpoint for the fast path of the internal combustion engine and the slow path of the internal combustion engine. The torque of the electric motor is also regulated to achieve the torque setpoint of the electric motor.

The invention has the advantage that an overall torque setpoint for the hybrid drive can be divided between the electric motor and the internal combustion engine, taking into account torque interventions according to a predetermined method.

It can be provided, for example, that the method is carried out by a torque control device, which can be a control unit, for example, which can comprise a microprocessor and / or a microcontroller. The torque control device can be set up to intervene in control paths of a hybrid drive in order to control predetermined setpoint values. The hybrid drive can, for example, the internal combustion engine and the Include electric motor. The total torque setpoint for the hybrid drive can be a requested torque, which can be requested, for example, by a driver or a driver assistance system of the motor vehicle. The total torque setpoint for the hybrid drive can be controlled via fast control paths and slow control paths. Control paths regulate setpoint values that have an influence on a total torque provided by the hybrid drive. The fast control paths differ from the slow control paths in that changes in the respective setpoints affect the torque provided with a shorter delay than with the slow control paths. In an internal combustion engine, fast control paths can relate to an ignition angle of a cylinder cycle, for example. In an internal combustion engine, for example, the slow control paths relate to an air path which, in contrast to the change in the ignition angle, only affects the torque after a greater delay. The control path for the electric motor can relate to a voltage, for example. In order to be able to implement the total torque setpoint for the hybrid drive, it may be necessary to define the fast total torque setpoint and the slow total torque setpoint. The situation can arise that when determining the fast total torque setpoint and the slow total torque setpoint, the at least one fast torque intervention and the at least one slow torque intervention must be taken into account. The torque interventions can include requested torques from auxiliary units. The terms torque setpoint for a fast path of the internal combustion engine and torque setpoint for a slow path of the internal combustion engine can refer not only to one path in each case, but to a large number of paths.

In order to be able to implement the total torque setpoint for the hybrid drive, the fast total torque setpoint can be divided between the torque setpoint for the fast path of the internal combustion engine and the torque setpoint for the electric motor. The division can take place according to the predetermined first intervention algorithm, which can be stored in the torque control device. The slow overall torque setpoint can be processed according to the second intervention algorithm in order to determine the torque setpoint for the slow path of the internal combustion engine. The torque setpoint of the electric motor is taken into account, which can be established by the predetermined first intervention algorithm.

After the torque target values for the fast and slow path of the internal combustion engine have been calculated, the torque control device can regulate the torque of the internal combustion engine in accordance with the torque target values for the internal combustion engine. To adjust the torque setpoint for the fast path of the internal combustion engine, the torque control device can change an ignition angle during a cylinder phase, for example. To adjust for the slow path of the internal combustion engine, a boost pressure of the internal combustion engine can be adjusted, for example. According to the torque setpoint of the electric motor, the torque control device can regulate the torque of the electric motor, for example via the voltage.

It is provided that an upper dynamic limit value and / or a lower dynamic limit value for the fast path of the internal combustion engine are calculated from a current state of an air path of the internal combustion engine. A correction value of the torque target value for the fast path of the internal combustion engine is added to the torque target value of the electric motor, the correction value relating to the portion of the torque target value of the fast path of the internal combustion engine that lies outside a range limited by the upper and lower dynamic limit values.

In other words, the range is calculated for the fast path of the internal combustion engine, which is limited by the upper and lower dynamic limit values of the internal combustion engine. The limit values are dependent on the current state of the air path of the internal combustion engine. If the torque setpoint for the fast path of the internal combustion engine is outside the limited range, the portion of the torque setpoint for the fast path of the internal combustion engine which is outside the limited range is added as a correction value to the torque setpoint of the electric motor.

This has the advantage that dynamic limitations of the internal combustion engine can be absorbed by the electric motor.

It can be provided, for example, that there are predetermined restrictions on the setpoint value of the high-speed path of the internal combustion engine based on a current state of the air path of the internal combustion engine. In order to be able to take these restrictions into account, it can be provided that a signal which describes the current state of the air path is sent to the torque control device by a control unit of the motor vehicle. The torque control device can take the upper one from the current state and calculate the lower dynamic limit value of the internal combustion engine. For this purpose, it can be provided that predetermined algorithms for calculation and / or characteristics maps are stored in the torque control device. The torque control device can check whether the torque setpoint for the fast path of the internal combustion engine is in a range which is limited by the upper and lower dynamic limit values. If this is not the case, it can be provided that the correction value, which is added to the torque setpoint of the electric motor, is calculated from the portion of the torque setpoint that lies outside the range.

A further development of the invention provides that a change in the fast total torque setpoint by a fast differential total torque setpoint up to a specifiable torque limit of the electric motor is only assigned to the torque setpoint for the electric motor through the first intervention algorithm.

In other words, it is provided that, in the event of a change in the fast total torque setpoint, the first intervention algorithm assigns the fast differential total torque setpoint solely to the torque setpoint for the electric motor until the specifiable torque limit of the electric motor is reached.

This results in the advantage that changes to the rapid total torque setpoint are only implemented by the electric motor, which generally allows more energy-efficient adaptation than the internal combustion engine.

A change in the fast total torque setpoint can take place, for example, due to the initiation of a torque reduction for a stability control or a transmission control, whereby the total torque setpoint of the hybrid drive can be reduced by the fast differential total torque setpoint. To change the fast total torque setpoint by the fast differential total torque setpoint, the first intervention algorithm can adapt the torque setpoint of the electric motor and / or the torque setpoint of the fast path of the internal combustion engine. The torque of the electric motor can be limited by the specifiable torque limit, which can also be a nominal torque. The first intervention algorithm can be designed in such a way that the change in the rapid total torque setpoint takes place by allocating the difference total torque setpoint to the torque setpoint of the electric motor as long as the predefinable torque limit of the electric motor is maintained.

A further development of the invention provides that, through the first intervention algorithm, a change in the fast total torque setpoint by the fast differential total torque setpoint is proportionally allocated to the fast path of the internal combustion engine at most if the fast difference total torque setpoint exceeds the specifiable torque limit of the electric motor.

In other words, it is provided that the torque setpoint of the fast path of the internal combustion engine is only changed when the fast total torque setpoint changes if the fast difference total torque setpoint cannot be provided by changing the torque setpoint of the electric motor.

This has the advantage that the limitation of the torque setpoint of the electric motor by the torque limit of the electric motor can be compensated for by the internal combustion engine.

Provision can be made, for example, that when the rapid total torque setpoint is changed due to an intervention of a stability control around the rapid differential total torque setpoint, the internal combustion engine and the electric motor may need to provide the difference total torque setpoint. If the specifiable torque limit of the electric motor is not exceeded by the total differential torque setpoint, the first intervention algorithm can assign the total differential torque setpoint to the electric motor. In this case, the internal combustion engine is not assigned any part of the total differential torque setpoint. If the total differential torque target value cannot be covered by the electric motor, for example if the torque limit of the electric motor is exceeded, the differential total torque target value can be assigned to the electric motor up to the value of the torque limit and a remaining portion can be assigned to the internal combustion engine.

A further development of the invention provides that the predeterminable torque limit of the electric motor is calculated as a function of an operating condition of the electric motor and / or the internal combustion engine by the first intervention algorithm.

In other words, the specifiable torque limit of the electric motor is dependent on the operating condition of the electric motor and / or the internal combustion engine. The torque control device calculates the torque limit of the electric motor as a function of the operating condition.

This has the advantage that it is possible to adapt the torque limit to a current operating situation.

It can be provided, for example, that the operating condition includes a current speed of the internal combustion engine and the predeterminable torque limit of the electric motor is calculated, for example, as a function of the speed of the electric motor. The calculation can be carried out by the torque control device taking into account predetermined functions and / or characteristics maps of the electric motor and / or the internal combustion engine.

A further development of the invention provides that a preliminary torque target value for the electric motor is calculated from the total torque target value. In other words, it is provided that a torque target value for the electric motor is calculated solely as a function of the total torque target value, which does not have to match the final torque target value for the electric motor that is ultimately regulated in the electric motor by the torque control device. This has the advantage that the method is provided with an invoice variable for calculating other values.

A further development of the invention provides that a provisional torque setpoint for the electric motor is calculated from the total torque setpoint and a requested torque of an energy management. In other words, it is provided that a preliminary torque setpoint for the electric motor is calculated as a function of the total torque setpoint and a requested torque of an energy management system. This has the advantage that an invoice variable is provided for the method which takes into account the requirements of the energy management. The requested torque of the energy management can be dependent, for example, on a power requirement of electrical consumers of the motor vehicle.

A further development of the invention provides that the second intervention algorithm calculates a torque setpoint of the electric motor for the slow path, which is equal to the provisional torque setpoint for the electric motor if no torque interventions are effective. The torque setpoint for the slow path of the electric motor is increased in a next step by a minimum of the fast differential total torque setpoint and the slow differential total torque setpoint if the fast differential total torque setpoint and the slow differential total torque setpoint each have a positive value. If the fast differential total torque setpoint and the slow differential total torque setpoint each have a negative value, the torque setpoint for the slow path is reduced by a maximum of the fast differential total torque setpoint and the slow differential total torque setpoint. The torque setpoint for the slow path of the internal combustion engine is calculated in a further step by subtracting the provisional torque setpoint of the electric motor from the slow total torque setpoint for the hybrid drive.

In other words, a torque setpoint is calculated for the slow path. In a next step, the preliminary torque setpoint of the electric motor is adapted to the torque setpoint for the slow path. The adaptation takes place as a function of whether the fast differential total torque setpoint and the slow differential total torque setpoint are positive or negative. If the fast differential total torque setpoint and the slow differential total torque setpoint are both positive, the torque setpoint for the slow path of the electric motor is increased by the smaller of the two differential total torque setpoints. If the slow total differential torque setpoint and the fast total differential torque setpoint are negative, the torque setpoint for the slow path of the electric motor is reduced by the larger of the two total differential torque setpoints. In a next step, the torque setpoint for the slow path of the internal combustion engine is determined by subtracting the provisional torque setpoint of the electric motor from the slow total torque setpoint for the hybrid drive.

This results in the advantage that the torque setpoint for the slow path provides a computational variable which enables the torque setpoint for the slow path of the internal combustion engine to be calculated.

It can be provided, for example, that in the event of a change in the fast total torque setpoint by the fast differential total torque setpoint and a change from the slow total torque setpoint to the slow differential total torque setpoint, the torque setpoint of the electric motor for the slow path is calculated by adding the provisional torque setpoint for the electric motor by the the fast differential total torque setpoint and the slow differential total torque setpoint minimum is increased. This can be done when both differential total torque setpoints are positive. If, on the other hand, both are negative, the torque setpoint of the electric motor for the slow path can be increased by one through both Difference total torque setpoints can be reduced. The torque setpoint for the slow path of the electric motor can be used to determine the slow path of the internal combustion engine. For this purpose, it can be provided that the torque setpoint for the slow path of the electric motor is subtracted from the slow total torque setpoint. This step can be carried out by the second intervention algorithm.

The invention also includes the torque control device which is set up to carry out one of the methods according to the invention.

The invention also includes a motor vehicle with a torque control device. The motor vehicle can for example be a passenger car or a truck which has a hybrid drive. The hybrid drive can have an electric motor and an internal combustion engine.

The invention also includes developments of the torque control device according to the invention and the motor vehicle according to the invention which have features as they have already been described in connection with the developments of the method according to the invention. For this reason, the corresponding developments of the torque control device according to the invention and the motor vehicle according to the invention are not described again here.

The invention also includes the combinations of the features of the described embodiments.

• 1 eine mögliche Ausführungsform des erfindungsgemäßen Kraftfahrzeugs mit der Momentenregelvorrichtung;
• 2 eine mögliche Ausführungsform des erfindungsgemäßen Kraftfahrzeugs mit der Momentenregelvorrichtung; und
• 3 eine mögliche Ausführungsform des erfindungsgemäßen Verfahrens.

An exemplary embodiment of the invention is described below. This shows:

• 1 a possible embodiment of the motor vehicle according to the invention with the torque control device;
• 2 a possible embodiment of the motor vehicle according to the invention with the torque control device; and
• 3 a possible embodiment of the method according to the invention.

The exemplary embodiment explained below is a preferred embodiment of the invention. In the exemplary embodiment, the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another, which also develop the invention independently of one another and are therefore to be regarded as part of the invention individually or in a combination other than the one shown. Furthermore, the described embodiment can also be supplemented by further features of the invention already described.

In the figures, functionally identical elements are each provided with the same reference symbols.

1 shows schematically a possible embodiment of the motor vehicle according to the invention with the torque control device. The car Vehicle is shown with a chassis and a drive train. The drive train has an internal combustion engine VM on, which delivers its torque via a clutch K and a transmission G to a drive axle A of the chassis. The motor shaft of the internal combustion engine VM is coupled to an electrical machine, here as a belt starter generator EM is trained. There is thus an exemplary operative connection between the internal combustion engine VM and the electric machine.

The electric motor EM or the belt starter generator EM is supplied in the present example by a 48 V battery via a DC / AC inverter. A DC / DC rectifier connected to the inverter or the 48 V network can be used, for example, to generate a 12 V network for supplying additional consumers in the vehicle. The car Vehicle can the energy storage E. to supply the electric motor EM include.

The electric motor EM In addition to the drive function, it also functions as an alternator. It can be used in connection with both gasoline and diesel engines. With it, for example, a start-stop functionality and thus a mild hybrid system can be implemented.

In particular, torque support can be provided by the electrical machine, for example the belt starter generator EM , for idling the internal combustion engine VM be used. The motor vehicle has a torque control device for this purpose MR , which can also be called an idle controller. It influences the torque generation of both the internal combustion engine VM as well as the electric motor EM .

The torque control device

The torque control device MR can adjust the total torque setpoint Tq determine which of the torque setpoint for the internal combustion engine TqV and the torque setpoint for the electric motor TqE composed. The total torque setpoint Tq can represent a torque to be regulated. The total torque setpoint Tq can the fast total torque setpoint Tqf and the slow total torque setpoint Tqs include. The fast total torque setpoint Tqf can on the torque setpoint for the fast path of the internal combustion engine TqVf and the torque setpoint for the electric motor TqE be divided. The slow total torque setpoint Tqs can on the torque setpoint for the slow path of the internal combustion engine TqVs and the (fictitious) torque setpoint of the electric motor for the slow path TqEs be divided.

2 shows a possible embodiment of the motor vehicle according to the invention with the torque control device.

The car Vehicle can the electric motor EM , the internal combustion engine VM include which part of the hybrid drive H of the motor vehicle Vehicle could be. A possible embodiment of a torque control device is shown MR which the electric motor EM can regulate a voltage. The voltage can for example be a battery E. can be removed.

3 shows schematically a possible course of an embodiment of the method according to the invention.

The torque control device MR can set the total torque value for the hybrid drive Tq receive. From the total torque setpoint Tq and at least one quick momentary intervention Tqef can be a faster total torque setpoint Tqf be calculated ( S1 ). The at least one quick momentary intervention Tqef can include, for example, a quick torque request from an electronic stabilization system and / or a quick torque request from a transmission of the motor vehicle. From the total torque setpoint Tq and at least one slow momentary intervention Tqes can be the slow total torque setpoint Tqs be calculated ( S2 ). The at least one slow momentary intervention Tqes can include, for example, a slow torque request from the electronic stabilization program of the motor vehicle and / or a slow torque request from a transmission of the motor vehicle. The fast total torque setpoint Tqf can according to the first algorithm A1 be divided ( S3 ). It can be provided that the internal combustion engine VM a torque setpoint for the fast path of the internal combustion engine TqVf and the torque setpoint for the electric motor TgE is assigned to the electric motor. The combustion engine VM can be the torque setpoint for a fast path of the internal combustion engine TqVf without considering dynamic limits TVu , TVd be allocated. It can be provided that for the internal combustion engine VM the upper dynamic limit value for the fast path of the internal combustion engine in one step TVu and the lower dynamic limit for the internal combustion engine's fast path TVd can be calculated, which depends on an operating state of the internal combustion engine VM could be ( S9 ). The torque setpoint for the fast path of the internal combustion engine TqVf can be outside the dynamic limits of the internal combustion engine TVu , TVd lie. Thus, the torque setpoint for the fast path of the internal combustion engine TqVf not by the internal combustion engine VM to be provided. For this it can be provided that the missing torque of the internal combustion engine, which is outside the dynamic limit values TVu , TVd as a correction value TqEC the torque setpoint of the electric motor TqE can be assigned ( S10 ). From the total torque setpoint Tq alone or together with the torque setpoint of the energy management Tl can be the provisional torque setpoint for the electric motor TqE0 can be determined at which moment interventions ( Tqes , Tqef ) are not taken into account ( S11 ). From the provisional torque setpoint for the electric motor TqE0 the torque setpoint for the slow path of the electric motor can be calculated TqEs. This can be a calculation variable that is not related to the moment of the electric motor TqE is assigned, but only to calculate the torque setpoint for the slow path of the internal combustion engine TqVs can be used. The torque setpoint of the electric motor for the slow path TqEs can by the minimum of the rapid differential total torque setpoint TqDf and the slow differential total torque setpoint TqDs increased when the rapid differential total torque setpoint TqDf and the slow differential total torque setpoint TqDs each have a positive value. The torque setpoint of the electric motor for the slow path TqEs can by a maximum of the fast differential total torque setpoint TqDf and the slow differential total torque setpoint TqDs be reduced when the rapid differential total torque setpoint TqDf and the slow differential total torque setpoint TqDs each have a negative value.

From the torque setpoint of the electric motor for the slow path TqEs can be used together with the slow total torque setpoint Tqs the torque setpoint for the slow path of the internal combustion engine TqVs be calculated. To the total torque setpoint Tq can reach the control device MR the torque setpoint for the fast path of the internal combustion engine TqVf , the torque setpoint for the slow path of the internal combustion engine TqVs and the torque setpoint for the electric motor TqE by adjusting the torque of the electric motor TE ( S7 ) and provide the moment of the combustion engine TV ( S5 , S6 ).

The torque setpoint for the fast path of the internal combustion engine TqVf can for example be regulated by regulating the ignition or the injection of the internal combustion engine ( S5 ). The torque setpoint for the slow path of the internal combustion engine TqVs can for example by means of an air path of the internal combustion engine through the torque control device MR be adjusted ( S6 ). The torque setpoint of the electric motor TqE can, for example, be adjusted by regulating a voltage.

• Ermittlung des Momentensollwerts für den Fahrerwunsch.
• Ermittlung eines Momentensollwerts TE0 für die E-Maschine ohne Berücksichtigung von den Momenteneingriffen Tqef, Tqes. Der Momentensollwert TE0 berücksichtigt insbesondere Funktionen des Energiemanagements, z.B. Bordnetzversorgung durch die E-Maschine EM im Generatormodus, Lastpunkterhöhung des Verbrennungsmotors VM (E-Maschine im Generatormodus), oder Lastpunktabsenkung des Vebrennungsmotors VM (E-Maschine im Motormodus)
• (S1) Ermittlung eines schnellen Momentensollwerts Tqf durch Koordination von Gesamtmomentensollwert Tq des Fahrerwunschs und schnellen Momenteneingriffen Tqef.
• (S2) Ermittlung eines langsamen Momentensollwerts Tqs durch Koordination von Gesamtmomentensollwert Tq des Fahrerwunschs und langsamen Momenteneingriffen Tqes (ggf. unter Berücksichtigung eines modifizierten Fahrerwunschsollwertes zur Beschleunigung des langsamen Pfades).
• (S3) Aufteilung des schnellen Momentensollwerts Tqf auf einen Momentensollwert für den schnellen Pfad des Verbrennungsmotors TqVf und einen Momentensollwert für die E-Maschine inklusive Momenteneingriffen TqE nach einer Eingriffsstrategie (ggf. unter Berücksichtigung der Verluste von Nebenaggregaten). Diese Eingriffsstrategie ist der erste Algorithmus A1 zur optimalen Nutzung des Hybridsystems H, z.B. Momentenreduzierung möglichst über die E-Maschine EM, erst falls erforderlich über den Verbrennungsmotor VM, oder schneller Momentenaufbau möglichst über die E-Maschine EM, erst falls erforderlich über den Verbrennungsmotor VM. Die Eingriffsstrategie berücksichtigt minimale und maximale Momentengrenzen von Verbrennungsmotor und E-Maschine z.E. bei der aktuellen Drehzahl und bei aktuellen Betriebsbedingungen, nicht jedoch dynamische Grenzen des Verbrennungsmotors TVu, TVd, die sich aus dem aktuellen Zustand des Luftpfades ergeben (z.B. maximales Moment des Verbrennungsmotors bei aktuellem Saugrohrdruck). Sie beschreibt damit einen Zielzustand des Verbrennungsmotors nach dem Ablauf dynamischer Ausgleichsvorgänge.
• (S4) Ermittlung des Momentensollwerts für den langsamen Pfad des Verbrennungsmotors TgVs aus dem langsamen Momentensollwert Tqs unter Berücksichtigung des Momentensollwerts TqEs für die E-Maschine inklusive Momenteneingriffen Tqes, wobei die Ermittlung so erfolgt, dass eine gemeinsame Erhöhung oder Reduzierung des schnellen TqDf und langsamen Momentensollwerts TqDs, welche über die E-Maschine umgesetzt wird, zu keiner Abweichung zwischen dem Momentensollwert für den schnellen Pfad des Verbrennungsmotors TqVf und dem Momentensollwert für den langsamen Pfad des Verbrennungsmotors TqVs führt.

In order to enable an optimal setpoint specification for the fast path of the internal combustion engine, for the slow path of the internal combustion engine and for the electric machine, the torque coordination can take place in the following possible steps:

• Determination of the torque setpoint for the driver's request.
• Determination of a torque setpoint TE0 for the electric machine without taking the torque interventions into account Tqef , Tqes . The torque setpoint TE0 takes into account, in particular, functions of energy management, for example on-board power supply from the electric machine EM in generator mode, load point increase of the combustion engine VM (E-machine in generator mode), or lowering the load point of the combustion engine VM (E-machine in motor mode)
• ( S1 ) Determination of a fast torque setpoint Tqf by coordinating the total torque setpoint Tq the driver's request and rapid momentary intervention Tqef .
• ( S2 ) Determination of a slow torque setpoint Tqs by coordinating the total torque setpoint Tq the driver's request and slow momentary interventions Tqes (possibly taking into account a modified setpoint value for the driver to accelerate the slow path).
• ( S3 ) Division of the fast torque setpoint Tqf to a torque setpoint for the fast path of the internal combustion engine TqVf and a torque setpoint for the e-machine including torque interventions TqE according to an intervention strategy (possibly taking into account the losses of ancillary equipment). This intervention strategy is the first algorithm A1 for optimal use of the hybrid system H , e.g. torque reduction if possible via the electric machine EM , only if necessary via the combustion engine VM , or faster torque build-up if possible via the electric machine EM , only if necessary via the combustion engine VM . The intervention strategy takes into account minimum and maximum torque limits of the internal combustion engine and electric machine zE at the current speed and under current operating conditions, but not dynamic limits of the internal combustion engine TVu , TVd that result from the current state of the air path (e.g. maximum torque of the combustion engine at the current intake manifold pressure). It thus describes a target state of the internal combustion engine after dynamic equalization processes have taken place.
• ( S4 ) Determination of the torque setpoint for the slow path of the internal combustion engine TgVs from the slow torque setpoint Tqs taking into account the torque setpoint TqEs for the e-machine including torque interventions Tqes , the determination being made so that a common increase or decrease in the fast TqDf and slow torque setpoint TqDs , which is implemented via the electric machine, does not result in any deviation between the torque setpoint for the fast path of the internal combustion engine TqVf and the torque setpoint for the slow path of the internal combustion engine TqVs leads.

• Ermittlung eines fiktiven Momentensollwerts der E-Maschine für den langsamen Pfad TqEs, der gleich dem Momentensollwert für die E-Maschine ohne Berücksichtigung von Momenteneingriffen TqE0 ist, erhöht um eine gleichzeitige Erhöhung des schnellen TqDf und langsamen Momentensollwerts TqDs gegenüber dem Fahrerwunsch (d.h. Minimum der Momentenänderung auf schnellem und langsamen Pfad), und reduziert um eine gleichzeitige Erniedrigung des schnellen TqDf und langsamen Momentensollwerts TqDs gegenüber dem Fahrerwunsch. (d.h. Maximum der Momentenänderung auf schnellem und langsamem Pfad) . Ermittlung des Momentensollwerts für den langsamen Pfad des Verbrennungsmotors TqVs aus dem langsamen Momentensollwert Tqs unter Berücksichtigung des fiktiven Momentensollwerts der E-Maschine für den langsamen Pfad TqEs (ggf. unter Berücksichtigung der Verluste von Nebenaggregaten) .

Steps ( S4 and S8 ) can advantageously be done using the following algorithm:

• Determination of a fictitious torque setpoint of the electric machine for the slow path TqEs , which is equal to the torque setpoint for the e-machine without taking torque interventions into account TqE0 is increased by a simultaneous increase in the fast TqDf and slow torque setpoint TqDs compared to the driver's request (ie minimum of the change in torque on the fast and slow path), and reduced by a simultaneous lowering of the fast one TqDf and slow torque setpoint TqDs compared to the driver's request. (ie maximum of the change in torque on the fast and slow path). Determination of the torque setpoint for the slow path of the internal combustion engine TqVs from the slow torque setpoint Tqs taking into account the fictitious torque setpoint of the electric machine for the slow path TqEs (possibly taking into account the losses of ancillary units).

• (S10) Dynamische Korrektur des Momentensollwerts der E-Maschine TqE um den Anteil des Momentensollwerts für den schnellen Pfad des Verbrennungsmotors, der aufgrund dynamischer Grenzen des Verbrennungsmotors nicht unmittelbar umgesetzt werden kann TqEC (z.B. maximales Moment des Verbrennungsmotors bei aktueller Füllung; minimales Moment des Verbrennungsmotors ohne Zündeingriffe und Einspritzmuster beim Ottomotor)

The following step ( S10 ) respectively:

• (S10) Dynamic correction of the torque setpoint of the electric machine TqE by the portion of the torque setpoint for the fast path of the internal combustion engine, which cannot be implemented immediately due to the dynamic limits of the internal combustion engine TqEC (e.g. maximum torque of the internal combustion engine with current filling; minimum torque of the combustion engine without ignition interventions and injection pattern in the Otto engine)

• (S5) Regelung des unmittelbar umgesetzten Momentes des Verbrennungsmotors TV gemäß dem Momentensollwert für den schnellen Pfad des Verbrennungsmotors TqVf
• (S6) Regelung von Teilsystemen des Verbrennungsmotors VM, die mit nennenswerter Verzögerung reagieren (insbesondere Regelung des Gasaustausches, d.h. Luftpfad) gemäß dem Momentensollwert für den langsamen Pfad des Verbrennungsmotors TqVs.
• (S7) Regelung des Momentes der E-Maschine TE gemäß dem Momentensollwert für die E-Maschine inklusive Momenteneingriffen TE (ggf. inklusive dynamischer Korrektur aus Schritt (S10)). Das beschriebene Verfahren führt dazu, dass z. B. eine gleichermaßen geforderte Momentenreduzierung auf schnellem TqDf und langsamem Pfad TqDs über die E-Maschine umgesetzt werden kann (z.B. Reduzierung von einem sogenannten positivem Boost-Moment im Motormodus, oder Erhöhung von negativem Moment im Generatormodus), ohne dass sich der schnelle TqVf und langsame Sollwert des Verbrennungsmotors TqVs verändern, solange die Momentenreduzierung vollständig über die E-Maschine EM darstellbar ist. Wird durch eine Limitierung der E-Maschine TqEL eine zusätzliche Momentenreduzierung über den Verbrennungsmotor VM notwendig, so führt diese im beschriebenen Fall nicht zu einer Abweichung zwischen schnellen TqVf und langsamen Pfad des Verbrennungsmotors TqVs.

In any case, the following steps take place S5 , S6 , S7 :

• ( S5 ) Regulation of the immediately converted torque of the internal combustion engine TV according to the torque setpoint for the fast path of the internal combustion engine TqVf
• ( S6 ) Regulation of subsystems of the internal combustion engine VM which react with a noticeable delay (in particular regulation of the gas exchange, ie air path) according to the torque setpoint for the slow path of the internal combustion engine TqVs .
• ( S7 ) Regulation of the torque of the electric machine TE according to the torque setpoint for the e-machine including torque interventions TE (possibly including dynamic correction from step ( S10 )). The described method leads to the fact that, for. B. an equally required torque reduction on fast TqDf and slow path TqDs can be implemented via the electric machine (e.g. reduction of a so-called positive boost torque in motor mode, or increase of negative torque in generator mode) without affecting the fast TqVf and slow setpoint of the internal combustion engine TqVs change as long as the torque reduction is completely via the electric machine EM is representable. Is due to a limitation of the e-machine TqEL an additional torque reduction via the combustion engine VM necessary, in the case described this does not lead to a discrepancy between the fast TqVf and the slow path of the internal combustion engine TqVs .

Is a moment reduction only on the fast path TqDf required in order to retain a torque reserve for a rapid increase in torque, this reduction can, if necessary, be completely via the electric motor EM be carried out without affecting the fast TqVf or the slow path of the internal combustion engine TqVs . This is possible because of the electric machine EM her moment TE can increase again very quickly (equivalent to a torque reserve). If a torque reduction of the combustion engine is also necessary, this is only done via its fast path TqVf to be able to continue building momentum quickly.

A combination of both cases is equally possible, ie greater required torque reduction on the fast one TqDf than on the slow path TqDs .

Similarly, an equally required increase in torque can be achieved at a rapid rate TqDf and slow path TqDs via the e-machine EM be implemented without the fast TqVf and slow setpoint of the internal combustion engine TqVs change as long as the torque increase is completely via the electric motor EM is representable. If the electric machine is limited, there is an additional increase in torque via the combustion engine VM necessary, in the case described this does not lead to a discrepancy between the fast TqVf and the slow path of the internal combustion engine TqVs .

The decisive factor in the procedure described is that in step ( S3 ) first a torque setpoint of the electric machine TE it is determined without dynamic corrections which is used to determine the torque setpoint of the slow path of the internal combustion engine TqVs is used. This would already be the final torque setpoint of the electric machine TE If used including dynamic correction, the air path reaction could generate a feedback to the target value of the air path, with the consequence of possible instability (oscillations or "running away" of the target value). Only in a further step ( S10 ), dynamic limitations of the internal combustion engine are taken into account if necessary TVu , TVd without affecting the slow path of the internal combustion engine TqVs .

• Das beschriebene Verfahren ermöglicht die Verwendung standardisierter Schnittstellen im Fahrzeug Kfz z.B. zwischen Getriebesteuerung, ESP und Hybridsteuerung, die für ein Hybridsystem unverändert übernommen werden können. Dies ermöglicht eine besonders leichte Umrüstung von reinen Verbrennungsmotorsystemen zu Hybridsystemen. Die Hybridsteuerung EM kann nach dem beschriebenen Verfahren frei über die Verteilung der Momenteneingriffe zwischen Verbrennungsmotor VM und E-Maschine EM entscheiden, um Kraftstoffverbrauch, Emissionen und Fahrkomfort zu optimieren.

Benefits:

• The method described enables standardized interfaces to be used in the vehicle Vehicle eg between transmission control, ESP and hybrid control, which can be adopted unchanged for a hybrid system. This enables a particularly easy conversion from pure internal combustion engine systems to hybrid systems. The hybrid control EM can freely distribute the torque interventions between the internal combustion engine using the method described VM and e-machine EM decide to optimize fuel consumption, emissions and driving comfort.

Overall, the example shows how the invention can provide a method for regulating a total torque setpoint for a hybrid drive.

List of reference symbols

Tq

Total torque setpoint

Tqf

fast total torque setpoint

Tqs

slow total torque setpoint

Tqef

quick momentary intervention

Tqes

slow torque intervention

TqV

Internal combustion engine torque

TqVf

Torque setpoint for a fast path of the internal combustion engine

TqVs

Torque setpoint for a slow path of the internal combustion engine

TE

Moment of the electric motor

TqE

Torque setpoint for the electric motor

TqE0

provisional torque setpoint for the electric motor

Tl

requested moment of energy management

TqEs

Torque setpoint of the electric motor for the slow path

TqEL

Torque limit of the electric motor

TqEC

Correction value

TVu

upper dynamic limit value for the fast path of the combustion engine

TVd

lower dynamic limit value for the fast path of the combustion engine

TqDf

fast differential total torque setpoint

TqDs

slow differential total torque setpoint

A1

first intervention algorithm

A2

second intervention algorithm

MR

Torque control device

EM

Electric motor

VM

Internal combustion engine

Vehicle

Motor vehicle

H

Hybrid drive

S1-S11

Procedural steps

E.

battery

Claims (9)

Method for regulating a total torque setpoint for a hybrid drive, a faster total torque setpoint for the hybrid drive (Tqf) being determined by a torque control device (MR), depending on the total torque setpoint (Tq) and at least one torque requested as a quick torque intervention (Tqef) (S1 ), - depending on the total torque setpoint (Tq) and at least one torque requested as slow torque intervention (Tqes), a slow total torque setpoint for the hybrid drive (Tqs) is determined (S2), - the fast total torque setpoint for the hybrid drive (Tgf) by a predetermined one The first intervention algorithm (A1) is divided into a torque setpoint for a fast path of an internal combustion engine (TqVf) and a torque setpoint for an electric motor (TqE) (S3), - from the slow total torque setpoint for the hybrid drive (Tqs) and the torque setpoint for the electric motor ( TqE) by a predetermined zw With the intervention algorithm (A2) a torque setpoint for a slow path of the internal combustion engine (TqVs) is calculated (S4), - a torque of the internal combustion engine (TV) is regulated (S5) according to the torque setpoint for the fast path of the internal combustion engine (TqVf), - that Torque of the internal combustion engine (TV) is regulated according to the torque setpoint for the slow path of the internal combustion engine (TqVs) (S6), and - a torque of the electric motor (TE) is regulated (S7) according to the torque setpoint of the electric motor (TqE), characterized in that, that - an upper dynamic limit value (TVu) and / or a lower dynamic limit value (TVd) for the fast path of the internal combustion engine (TqVf) are calculated from a current state of an air path of the internal combustion engine, and - the torque setpoint of the electric motor (TqE) a correction value of the torque setpoint for the fast path of the internal combustion engine (TqEC), the one outside of one of the upper (TVu) and the lower dynamic en limit value (TVd) is added. Procedure according to Claim 1 , characterized in that through the first intervention algorithm (A1) a change in the fast total torque setpoint (Tgf) by a fast differential total torque setpoint (TqDf) up to a predeterminable torque limit of the electric motor (TqEL) is only assigned to the torque setpoint for the electric motor (TqE). Procedure according to Claim 2 , characterized in that by the first intervention algorithm (A1) a change in the fast total torque setpoint (Tgf) by the fast differential total torque setpoint (TqDf), proportionately at most to the fast path of the internal combustion engine (TqVf), if the fast differential total torque setpoint (TqDf) the specifiable torque limit of the electric motor (TqEL) exceeds. Method according to one of the preceding Claims 2 to 3 , characterized in that the predeterminable torque limit of the electric motor (TqEL) is calculated as a function of an operating condition of the electric motor (EM) and / or the internal combustion engine (VM) by the first intervention algorithm (A1). Method according to one of the preceding claims, characterized in that a preliminary torque target value for the electric motor (TqE0) is calculated from the total torque target value (Tq). Method according to one of the preceding claims, characterized in that the preliminary torque setpoint for the electric motor (TqE0) is calculated from the total torque setpoint (Tq) and a requested torque of an energy management system (Tl). Procedure according to Claim 5 or 6th , characterized in that the second intervention algorithm (A2) - a torque setpoint of the electric motor for a slow path (TqEs) is calculated, which is equal to the provisional torque setpoint for the electric motor (TqE0) if no torque interventions (Tqef, Tqes) are effective - The torque setpoint for the slow path of the electric motor (TqEs) is increased by a minimum of the fast differential total torque setpoint (TqDf) and the slow differential total torque setpoint (TqDs) if the fast differential total torque setpoint (TqDf) and the slow differential total torque setpoint (TqDs) each have a positive value - the torque setpoint for the slow path of the electric motor (TqEs) is reduced by a maximum of the fast differential total torque setpoint (TqDf) and the slow differential total torque setpoint (TqDs) if the fast differential total torque setpoint (TqDf) and the slow differential total torque setpoint (TiqDs) each have a negative value, - the torque setpoint for the slow path of the internal combustion engine (TqVs) is calculated (Tqs) by subtracting the torque setpoint for the slow path of the electric motor (TqEs) from the slow total torque setpoint for the hybrid drive. Torque control device (MR) for a hybrid drive (H), set up to carry out a method according to one of the preceding claims. Motor vehicle (motor vehicle) with a torque control device (MR) for a hybrid drive (H) according to Claim 8 .

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