# US 9,517,761 B2 · Method for compensating rotational irregularities of an internal combustion engine of a drive train of a hybrid vehicle

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- Number: US 9,517,761 B2
- Document ID: US9517761B2
- Status: Granted
- Kind: B2
- Application number: 14/652,356
- Filed: 2013-12-12
- Published: 2015-12-03
- Granted: 2016-12-13
- Earliest claimed: 2012-12-21
- Assignees: AVL List GmbH
- Applicants: Avl List GmbH
- Inventors: Helmut Kokal; Luigi Del Re
- Web page: https://patentgrep.com/patent/US9517761B2

## CPC

- B60W 20/17: for noise reduction
- B60K 6/48: Parallel type
- B60L 15/20: for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60W 10/08: including control of electric propulsion units, e.g. motors or generators
- B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)}
- B60W 20/15: Control strategies specially adapted for achieving a particular effect
- B60W 30/20: Reducing vibrations in the driveline
- B60W 2030/206: {related or induced by the engine}
- B60W 2050/0012: {Feedforward or open loop systems}
- B60W 2050/0042: {Transfer function lag; delays}
- B60W 2050/0075: {Automatic parameter input, automatic initialising or calibrating means}
- B60W 2510/0638: Engine speed
- B60W 2510/0657: Engine torque
- B60W 2510/081: Speed
- B60W 2556/10: Historical data
- B60W 2710/083: Torque
- Y02T 10/62: Hybrid vehicles
- Y02T 10/72: Electric energy management in electromobility
- Y10S 903/906: Motor or generator
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60L: PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES (arrangements or mounting of electrical propulsion units or of plural diverse prime-movers for mutual or common propulsion in vehicles B60K1/00, B60K6/20; arrangements or mounting of electrical gearing in vehicles B60K17/12, B60K17/14; preventing wheel slip by reducing power in rail vehicles B61C15/08; dynamo-electric machines H02K; control or regulation of electric motors H02P); SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES (electric coupling devices combined with mechanical couplings of vehicles B60D1/64; electric heating for vehicles B60H1/00); ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL (control or regulation of electric motors H02P); MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y10S: TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS

## Abstract

An electric motor (2) of a drive train (1) of a hybrid vehicle is controlled by determining the shaft torque (TW) of a current work cycle (n) of an included internal combustion engine (3) and feeding the shaft torque (TW) to a compensation controller (K) which has stored the shaft torque (TW(n−1)) of a preceding work cycle (n−1) of the internal combustion engine, and calculating a compensated shaft torque (Tkomp) from the shaft torque (TW(n)) of the current work cycle (n), the shaft torque (TW(n−1)) of a previous work cycle (n−1), and the shaft torque of a previous work cycle (n−1) shifted by a system delay, which compensated shaft torque (Tkomp) is linked to a target torque (Tsoll) predefined by a higher-level control unit (15) to determine the controlling torque (Tstell) for the electric motor.

## Claims

### Claim 1

In a drive train of a hybrid vehicle which includes an electric motor and an internal combustion engine, the electric motor being connected to drive wheels by a drive shaft and to the internal combustion engine by an engine shaft, wherein a drive controller controls the electric motor by applying a controlling torque (Tstell) thereto, a method of compensating for rotational irregularities introduced into the drive train by the internal combustion engine which comprises: determining a shaft torque (TW(n)) of the engine shaft of a current work cycle (n) of the internal combustion engine, feeding the shaft torque (TW) to a compensation controller in which is stored a shaft torque (TW(n−1)) of a previous work cycle (n−1), calculating a compensated shaft torque (Tcomp) from the shaft torque (TW(n)) of the current work cycle (n), the shaft torque (TW(n−1)) of the previous work cycle (n−1), and a shaft torque of a previous work cycle (n−1) shifted by a system delay, and adjusting a predefined target torque (Tsoll) with the compensated shaft torque (Tcomp) to provide the controlling torque (Tstell) and thereby compensate for the rotational irregularities of the internal combustion engine by using the electric motor.

### Claim 2 (depends on 1)

The method according to claim 1, wherein a speed (nICE) of the internal combustion engine and a speed (nEM) of the electric motor are detected and fed to a torque estimator which estimates the shaft torque (TW) of the engine shaft.

### Claim 3 (depends on 2)

The method according to claim 2, wherein a shaft torque (TW,dyn), adjusted for a constant component, is determined and is fed to the compensation controller.

### Claim 4 (depends on 3)

The method according to claim 3, wherein a transient shaft torque (TW,dyn_trans) is calculated from the shaft torque (TW(n), TW,dyn(n)) of the current work cycle (n) and the shaft torque (TW(n−1), TW,dyn(n−1)) of a previous work cycle (n−1) by subtracting the current shaft torque (TW(n), TW,dyn(n)) from the stored preceding shaft torque (TW(n−1), TW,dyn(n)), a predictive shaft torque (TW_komp, TW,dyn_komp) is determined by compensating for the system delay in the stored preceding shaft torque (TW(n−1), TW,dyn(n−1)), and the compensated shaft torque (Tkomp) is determined as a sum of the predictive shaft torque (TW_komp, TW,dyn_komp) and the transient shaft torque (TW_trans, TW,dyn_trans).