DE102011101846B4 - Method and anti-vibration control device for compensating vibration vibrations generated by an internal combustion engine - Google Patents

Abstract

Method for compensating vibration vibrations generated by an internal combustion engine mechanically coupled to an electrical machine (13) in a vehicle drivable by electrical energy by means of an anti-vibration control device (11) which generates a control value of the electrical energy for operating a speed controller of the electric machine (13) controls to decrease or increase a speed controller frequency of the speed controller in consideration of a currently present mode of operation of the internal combustion engine, wherein the anti-vibration control means (11) determines the current activity mode of the internal combustion engine and with stored in the memory means of the controller of the electric machine (13) SOLL activity modes compares to time by means of the control of the control value of the electrical energy to operate the speed controller the speed controller for generating a defined torque to advance to an ignition mode of the internal combustion engine, wherein the anti-vibration control means (11) compares the calculated expected vibration vibrations with allowable maximum vibration vibration values stored in a memory means of the electric machine control means, and wherein during the suction, compression and / or activation modes of operation or blowing out no precontrol of the speed controller takes place, since during these modes of activity of the internal combustion engine no vibrations generated by the internal combustion engine vibration must be compensated.

Description

The present invention relates to a method and an anti-vibration control device for compensating vibration vibrations according to claims 1 and 5.

An internal combustion engine, such as a gasoline engine or Wankel engine of a vehicle, for the most part, has four phases or cycles known from the general state of the art. First, for example, the phase of injecting or sucking a fuel-air mixture into the combustion chamber, after which the phase of compressing the fuel-air mixture injected in the combustion chamber follows. The third phase is the combustion of the fuel-air mixture in the combustion chamber with or without spark ignition of the same takes place. In the last and fourth phase, the burned mixture is pressed out of the combustion chamber or blown out.

In each of the four phases, in each case a different sized torque is transmitted to the crankshaft of the internal combustion engine, whereby a Drehmomentwellenligkeit the crankshaft occurs. Thus, for example, during the phase of igniting and burning the fuel-air mixture, a momentum shock or a momentary impact or a torque surge of up to three times the nominal torque can occur. In contrast, torque is again required, for example, in the other three phases of intake, compression and blow-out, since here the internal combustion engine does not generate any power that could be transmitted to the crankshaft.

This so-called mass inertia of the entire internal combustion engine system results in an average or average torque, which superimposes a vibration, which in turn causes a vibration of the entire system.

For example, if a range extender known in the art, i. H. a coupled for example with an electric motor internal combustion engine to increase the range of the electric vehicle by driving a generator for generating electrical energy, is installed in a drivable electric vehicle, then the vibrations generated by the range extender or vibrations are transmitted to the vehicle body , This not only leads to a reduction in ride comfort due to the vibrations perceivable by the vehicle user - perceptible and audible - but also in the long term to increased premature wear of components and elements that are vibrated by the vibrations.

Accordingly, it is necessary to adequately attenuate such vibrated or vibrated components of the vehicle. For this purpose, in the general state of the art in the combustion engines currently installed in vehicles either mechanical flywheels are used to dampen the vibrations, or the entire structure of the drive system is designed to damp.

Alternatively, the entire drive system, consisting of the internal combustion engine and the electric machine, such as in a range extender system can be mounted or stored via a special suspension in the vehicle so as to generate the vibrations generated by the range extender, which affect the Body of the vehicle can transmit to damp.

However, since the generated vibration is highly dependent on the engine speed and torque currently set, and such a suspension as described above is severely limited in its frequency range and magnitude of vibration, the suspension alone can not damp or dampen all the vibrations and vibrations produced compensate.

Furthermore, it is usually not feasible to adequately shield the entire drive system, since, for example, various connections, such as LV cables, HV cables, cooling elements or even components of the exhaust device, can be directly connected to the vehicle or vehicle.

the vehicle body must be connected. As a result, the vibrations can be transmitted to the vehicle body again via such connections.

The publication DE 100 05 178 A1 discloses a method for damping torsional vibrations in a drive system.

In the publication DE 195 32 129 A1 discloses a system for actively reducing rotational irregularities of a shaft.

The publication DE 10 2007 013 753 A1 describes an active vibration control system intended for use in a hybrid vehicle.

pamphlet DE 4015701 A1 shows a drive system for a vehicle.

The publication DE 10 2010 037 503 A1 discloses a control device which in one rotating electrical machine of a vehicle is arranged.

In the DE 197 21 298 A1 a hybrid drive for a motor vehicle is described.

The publication DE 102 23 426 A1 Accordingly, it is the object of the present invention to provide a method and an anti-vibration control device by which a vibration generated by the internal combustion engine detected early and substantially completely compensated by means of pilot control of a tachometer can be.

This object is achieved by the present invention by means of a method according to claim 1 and by means of an anti-vibration control device according to claim 5.

Advantageous embodiments and further developments are the subject of the dependent claims.

Accordingly, a method for compensating for vibration vibrations generated by an engine mechanically coupled to an internal combustion engine is claimed in a vehicle drivable by electrical energy by means of an anti-vibration control device.

The anti-vibration control device regulates a control value of the electric power for operating a speed controller of the electric machine to reduce or increase a speed controller frequency of the speed controller taking into account a currently present mode of operation of the internal combustion engine.

The case named internal combustion engine such. As an internal combustion engine, such as a gasoline or Wankel engine, for example, a range extender, which preferably mechanically with the electric motor or the electric generator, d. H. the electric machine for generating electrical energy and / or for driving the vehicle is coupled.

The operable by electric vehicle, which z. As can be a motor vehicle, an aircraft or a watercraft, such as a boat or a ship can thus be either driven only by the electric motor or driven by the electric motor and, if necessary, by the internal combustion engine. However, it is also conceivable that the internal combustion engine or the internal combustion engine is only used to drive a generator, which in turn supplies an energy storage unit with energy, from which the electric motor for driving the vehicle receives electrical energy.

The regulation of the electrical machine itself can be speed, torque and voltage-controlled, with a speed control and voltage control, a torque control is subordinate.

• – einem Ansaugmodus zum Ansaugen von Kraftstoff und Luft in den Verbrennungsraum der Verbrennungskraftmaschine,
• – einem Verdichtungsmodus zum Verdichten des Kraftstoff-Luft-Gemisches im Verbrennungsraum der Verbrennungskraftmaschine,
• – einem Zündungsmodus, bei welchem das komprimierte Kraftstoff-Luft-Gemisch gezündet wird (Selbst- oder Fremdzündung),
• – einem Verbrennungsmodus zum Verbrennen des gezündeten Kraftstoff-Luft-Gemisches und
• – einem Ausstoßmodus bzw. einem Ausblasmodus zum Ausstoßen bzw. Ausblasen des Verbrennungsabgases unterschieden.

Under the currently present mode of activity of the internal combustion engine is preferably understood the phase in which the internal combustion engine is currently. Consequently, between

• An intake mode for drawing fuel and air into the combustion chamber of the internal combustion engine,
• A compression mode for compressing the fuel-air mixture in the combustion chamber of the internal combustion engine,
• An ignition mode in which the compressed fuel-air mixture is ignited (self-ignition or spark ignition),
• A combustion mode for burning the ignited fuel-air mixture and
• - A discharge mode and a Ausblasmodus for discharging or blowing out of the combustion exhaust gas distinguished.

As a result of the successive running different activity modes causes the internal combustion engine, as described above, a torque ripple on the crankshaft, at which consequently produces a vibration, the z. B. transmits to the drive shaft and / or into areas of the connected body and thus causes vibration or vibration of the individual components.

The speed controller of the internal combustion engine is either a mechanical device or an electronic circuit which controls the speed of the internal combustion engine to a defined value. D. h., That the speed controller is usually used in conjunction with the fuel injection in order to set the idle speed, so in the no-load condition of the internal combustion engine, the defined speed.

The electronic speed controller of the electric machine regulates the electric current or the electric energy or the magnetic flux in the electric machine. The analog speed control of an asynchronous or synchronous motor is a cascade control, in which the speed control is subordinated to a current control, usually PI or PID controllers are used.

However, the speed controllers known from the prior art operate with a time delay and thus can not compensate for the vibration generated during the ignition mode.

Accordingly, it is advantageous to control the rotational speed and / or the torque of the internal combustion engine or of the internal combustion engine during the ignition mode of the internal combustion engine, and preferably between the ignition mode and the combustion mode.

For this, preferably, the control value of the electrical energy or the electric current of the speed controller, to which the corresponding torque can be mapped, either reduced, d. H. The speed controller is provided less electrical energy or the control value is increased, d. H. The speed controller is increasingly provided with electrical energy available.

By such control value settings of the electrical energy, the speed or torque of the electric machine and thus the associated internal combustion engine can also be reduced with a reduction in the control value and preferably increased with an increase in the control value.

The current setting of the speed controller is u. a. depending on the currently prevailing mode of operation of the internal combustion engine. That is, when the internal combustion engine is in the ignition mode, i. H. is at the time of igniting the fuel-air mixture in the combustion chamber, it is necessary to increase the frequency of the speed controller to counteract generation of vibrations and the vibrations generated.

D. h. That is, in a speed control of the electric machine by increasing the speed controller frequency, the vibrations generated by the internal combustion engine on the crankshaft and the torque ripple is attenuated or compensated.

The anti-vibration control device is preferably connected downstream of the speed controller and preferably a component of the control device of the electric machine or of the generator or a control device integrated in the control circuit of the generator.

In a preferred embodiment, the anti-vibration control device controls the speed controller for generating a defined torque by means of regulating the control value of the electrical energy for operation of the speed controller.

That is, as already mentioned above, the electrical energy supplied to the governor, i. H. the current control value of the speed controller is reduced or increased by the anti-vibration control means to affect the speed of the speed controller and thus to increase or decrease the torque generated by the electric machine to thereby generate vibrations or torque thrust, for example, by ignition in the combustion chamber the internal combustion engine, counteract.

For this purpose, in a further preferred embodiment, the anti-vibration control device calculates the vibration vibrations to be expected from the internal combustion engine by means of actual values relating to a rotational speed, a torque, a rotational angle, a voltage and / or an injection pressure of the internal combustion engine.

This means that the anti-vibration control device first preferably receives or receives all the required actual values that the internal combustion engine can deliver in order to add, subtract, divide, multiply and, in a next step, according to defined mathematical calculation methods / or to integrate or to differentiate, as a result of which the value of the currently expected vibration oscillation can be determined.

This determined value or the calculated expected vibration oscillations are then compared according to the invention by means of the anti-vibration control device with permissible maximum values for vibration vibrations stored in a memory device of the control device of the electric machine.

However, it is also conceivable that the anti-vibration control device itself has a memory device in which such maximum allowable values of the vibration vibrations are stored.

In addition, the anti-vibration control device also recognizes at the same time by the transmitted actual values of the internal combustion engine and / or by the calculated expected vibration vibration in which activity mode the internal combustion engine is currently located.

Advantageously, the anti-vibration control device recognizes the mode of activity of the internal combustion engine prevailing at the time of detection or at the time of transmission of the actual values on the basis of the data or values, which are transmitted to the anti-vibration control device via a hardware interface of the internal combustion engine and which represent the position of the 60-2 gear or the rotation angle.

Preferably, the anti-vibration control device receives or receives the actual values of the internal combustion engine essentially directly via an interface connected to the control device of the internal combustion engine or the internal combustion engine.

That is to say that the control of the internal combustion engine or the vehicle control or the internal combustion engine control is, in terms of data transmission, connected to the control of the electric machine or the generator control in order to transmit defined values or data to the generator control and / or from the generator control receive.

In a further preferred embodiment, the anti-vibration control device calculates a setpoint torque value by means of actual values relating to a rotational speed, a torque, a rotational angle, a voltage and / or an injection pressure of the internal combustion engine in order to regulate the control value of the electrical energy for operating a speed controller.

That is, for example, using defined mathematical operations for offsetting individual actual values of the internal combustion engine and preferably taking into account the currently prevailing mode of operation of the internal combustion engine, the anti-vibration control device can determine the required target torque value which is required to generate a generated by the internal combustion engine Balance the vibration.

By means of the change in the current control value of the speed controller, consequently, a desired torque is preferably pre-controlled, which essentially corresponds to the expected torque.

The precontrol of the speed controller for reducing or increasing the speed or the torque is preferably dependent on the currently present mode of operation of the internal combustion engine.

Thus, for example, it is necessary to increase the torque or the rotational speed or the frequency of the crankshaft or of the speed controller when the internal combustion engine is in the mode of the ignition in order to avoid a momentum shock. Furthermore, it may be necessary to suppress the precontrol of the speed controller, however, or not to precede this when the internal combustion engine is already in the mode of combustion of the fuel-air mixture, for example, to avoid generation of additional vibrations.

Thus, the anti-vibration control device preferably determines the current activity mode of the internal combustion engine and compares it with stored in the memory device of the control device of the electric machine SOLL activity modes to detect in which activity mode, the internal combustion engine is currently located.

In a further preferred embodiment, the anti-vibration control device effects the precontrol of the torque by the speed controller of the internal combustion engine substantially in time synchronous to an ignition mode.

That is, preferably a pilot control of the speed controller and thus a change in the rotational speed or the torque of the crankshaft of the internal combustion engine is caused when the internal combustion engine is in the ignition mode or preferred when the internal combustion engine is between the ignition mode and the combustion mode.

During the activity modes of suction, compression and / or blow-out, no pilot control of the speed controller takes place according to the invention since during these modes or modes of operation of the internal combustion engine no vibration or vibration generated by the internal combustion engine should or must be compensated.

It is also conceivable that the value of the top dead center of the internal combustion engine is stored in the storage device of the anti-vibration control device and / or the control device of the electric machine, so that via the interface between the internal combustion engine control device and the control device of the electric machine, the angular value of the ignition, d. H. the position or angle of rotation of the 60-2 gear of the internal combustion engine can be transmitted from the internal combustion engine control device to the control device of the electric machine. Thus, the ignition mode of the internal combustion engine by the control device of the electric machine or the anti-vibration control device can be detected, which in turn a feedforward control of the speed controller is activated.

Accordingly, the compensation of the vibration vibration or the synchronization between the generated actual torque and / or generated actual speed to required desired torque and / or required target speed, by which a vibration can be compensated, preferably synchronously with the ignition or to the ignition mode of the internal combustion engine, for example, by a corresponding outputted hardware signal (60-2 gear).

Furthermore, an anti-vibration control device is claimed for controlling a control value of an electrical energy for operating a speed controller of an electric machine mechanically coupled to an internal combustion engine, wherein the anti-vibration control is a component of the control device of the electric machine.

In a preferred embodiment, the anti-vibration control device has a receiving device for receiving ACTUAL values relating to a rotational speed, a torque, a rotational angle, a voltage and / or an injection pressure of the internal combustion engine and a transmitting device for sending a signal for controlling the control values and / or a comparison device to compare the actual values with target values.

It is furthermore conceivable for the anti-vibration control device to have a memory device for storing required desired values, a calculation and modeling device for calculating and modeling the expected vibration and / or the desired torque value and / or a comparison device for matching the calculated expected vibration values. Value with a maximum allowable vibration value.

The advantage of using the above-mentioned anti-vibration control device and the implementation of the corresponding method is that, for example, the range extender system or the internal combustion engine system itself no longer needs to be stored on mechanically specially designed suspensions. Thus, it is sufficient for a vibration damping device known from the prior art to be used which is damped by an anti-vibration control device. In addition, a compensation of vibrations leads to a reduction or avoidance of vibrations, whereby the acoustics of the entire system is significantly improved or reduced.

By means of the described anti-vibration control device, a software solution is additionally provided which can be applied over the entire speed and load range acting through and on the internal combustion engine.

Further advantages, objects and characteristics of the present invention will be explained with reference to the following description of the appended drawing, in which, by way of example, FIG. a. the connection or arrangement of an embodiment of the anti-vibration control device according to the invention within the control device of the electric machine and the method for pilot control of the speed controller is shown.

Components which at least substantially coincide in the figures with respect to their function may in this case be identified by the same reference symbols, these components not having to be identified and explained in all figures.

In the figures show:

1 a schematic diagram of the torque ripple occurring in, for example, conventionally mounted internal combustion engines without feedforward of the speed controller;

2 a schematic diagram of the pressure behavior in a known from the general prior art internal combustion engine;

3 a schematic diagram of the generated by a conventionally mounted internal combustion engine IST values without feedforward of the speed controller;

4 a schematic diagram of a circuit diagram of a control device of the electric machine with an embodiment of the anti-vibration control device according to the invention; and

5 a flowchart of the process steps performed by an embodiment of the anti-vibration control device according to the invention.

In the 1 is a diagram of the occurring torque ripple as the curve with reference numerals 1 shows, shown on the shaft or crankshaft of the internal combustion engine on the individual activity modes of the internal combustion engine. Thus, each tip represents the reference number 1 provided curve, an ignition timing by which an increased torque is applied to the shaft, which is then preferably again reduced in the subsequent activity modes of the internal combustion engine. The consequently not rectilinear torque at substantially constant speed whose curve with the reference numeral 2 is pictured, should be regulated or smoothed by means of the anti-vibration control device according to the invention.

To clarify the resulting in the combustion chamber of the internal combustion engine at different activity modes of the internal combustion engine pressures, which among other things represent a cause for the applied to the crankshaft different torques, is in the 2 the power cycle is plotted against the crank angle.

The one with the reference number 4 marked area of the curve 3 represents the intake mode of the internal combustion engine, while the air and fuel are introduced in a defined amount in the combustion chamber of the internal combustion engine and mixed there with each other. Consequently, during this intake mode, the pressure in the interior of the combustion chamber and thus also the pressure on the pistons increase only slightly. This is followed by the compression mode, as with reference numerals 5 during which the fuel-air mixture is compressed or compressed by means of the pistons of the internal combustion engine. During this process, the pressure increases noticeably. The ignition mode or the ignition, triggered z. B. by external or auto-ignition, is denoted by the reference numeral 6 characterized. At this time, the pressure in the combustion chamber rises to its maximum and only relaxes again during the Ausblasmodus 7 in which the combusted fuel-air mixture is pushed out of the combustion chamber into the exhaust gas line.

According to the resulting pressure in the combustion chamber and the crankshaft is loaded with a corresponding torque. That is, when the pressure in the combustion chamber slowly rises, such as in the suction modes 4 and compacting 5 , so torque is preferably needed on the crankshaft, since this can not be provided by the internal combustion engine, as the curve 1 of the 1 clarified. In contrast, a maximum torque is applied to the shaft at the time of ignition and, during the Ausblasmodus the internal combustion engine, as well as the pressure in the combustion chamber substantially continuously.

That in the 3 The diagram shown on the one hand shows the values or the course of the values of the rotational speed angle, which are denoted by the reference numeral 10 On the other hand, the values or the course of the values of the torque on the shaft, which are denoted by the reference numeral 9 Marked are. The one with the reference number 8th provided section of the value curve of the rotation angle shows the time of ignition in the combustion chamber of the internal combustion engine, in which an uncontrolled torque shock acts on the shaft. By means of the anti-vibration control device according to the invention, such a torque shock is to be prevented and the resulting vibrations on the shaft to be compensated or avoided.

An embodiment of the anti-vibration control device according to the invention 11 , switched within a circuit of the control device 12 the electric machine 13 , is in the 4 shown.

Via a software interface 14 the control device of the internal combustion engine (not shown here) are the anti-vibration control device 11 Actual values or actual data are transmitted in particular to the currently present torque, the current rotational speed and the voltage of the internal combustion engine. Furthermore, it is possible that the anti-vibration control device 11 Also, actual values with respect to the current angle of rotation of the crankshaft or the 60-2 gear via preferably a corresponding hardware interface 15 the internal combustion engine are transmitted, whereby the anti-vibration control device 11 can detect an ignition timing.

The speed itself is, for example, via a PI controller (proportional-integral controller) 16 regulated.

The anti-vibration control device 11 , which is preferably downstream of the speed controller (not shown here), further contains data or values relating to the value of the current electrical energy or the electric current from the Park Transformation of the well-known FOC algorithm (FOC = Field Oriented Control - field-oriented control) or the vector control, by which the frequency converter 18 an extended speed and positioning accuracy of the electric machine 13 receives.

Furthermore, the speed of the electric machine or the rotor of the electric machine, which, for example, by a rotary encoder 19 (QEP = Quadrature Encoder Pulse), as a derived value over the time of the anti-vibration control device 11 made available.

The rotary encoder 19 , the serial interface 20 (SPI = Serial Peripheral Interface), analogous to digital converter ADC 18 as well as the pulse width modulation generator 21 are hardware components of the processor 22 the control device 12 the electric machine 13 ,

The in the 4 illustrated and known from the general state of the art FOC control should not be further described here. It should only be mentioned that by means of the FOC algorithm a three-phase voltage vector is generated for controlling the three-phase stator current, wherein the conversion of the physical energy or the physical current into a rotary vector by means of Clark-23 and Park transformations 17 generates the torque component and the magnetic flux component to time independent quantities. These time independent quantities are then controlled by PI controllers 24 . 25 controlled. Thereafter, the inverse transformation takes place by means of the inverse Park transformation 26 as well as the space vector modulation 27 ,

By means of the interfaces 14 and 15 obtained actual values of the internal combustion engine and the actual values of the electric machine 13 calculates the anti-vibration control device 11 Among other things, the vibration vibrations generated by the internal combustion engine and, consequently, the required torque, which must be precontrolled to avoid occurrence of a vibration during or shortly after the ignition mode of the internal combustion engine.

After the calculation of the required data or information by means of the obtained actual values or actual data, the anti-vibration control device controls 11 the control value of the electrical energy or the current control value of the speed controller. Ie. the higher the current control value is set, the greater the torque must be generated to prevent an occurrence of a torque shock at the ignition timing.

As a result, the anti-vibration controller has 11 a data transmission connection to the software interface 14 and the hardware interface 15 the internal combustion engine, to the rotary encoder 19 or to the interface 20 as well as the FOC control loop and especially the means of the park transformation 17 to obtain specific actual values or actual data.

Another data transmission connection has the anti-vibration control device 11 with a node 28 on which the anti-vibration control device 11 on the basis of the calculated setpoint torque, transmits the values for the change in the control value of the electrical energy for driving the speed controller. As a result, the torque, which is a function of the current, is adjusted in dependence on the current control value.

The values for the adjusted current control value then become the PI controller 25 supplied, which thus regulates the corresponding current value.

In the 5 FIG. 3 is a flow chart of the anti-vibration control device according to the invention. FIG 11 carried out process steps S1 to S5.

Via different interfaces 14 . 15 . 20 or connections or devices and elements 19 . 17 become the anti-vibration control device 11 Among other things, the values relating to the current speed, the current torque and further signals from the internal combustion engine, such as the current rotation angle of the crankshaft transmitted. From this variety of information calculates the anti-vibration control device 11 in step S1, the expected vibration or vibration vibration which could be generated by the internal combustion engine in the ignition mode or will be generated. For this purpose, the anti-vibration control device applies 11 different mathematical arithmetic operations.

The calculation of the expected vibration or vibration enables the recording of the expected maximum vibration amplitude of the vibration curve over time at the time of ignition in the combustion chamber of the internal combustion engine.

That is, the larger the amplitude, the more torque is required due to, for example, a certain load of the vehicle or the internal combustion engine.

The anti-vibration control device 11 Accordingly, it is possible to calculate precisely which vibrations can be triggered by the internal combustion engine at the time of ignition only by determining the currently prevailing conditions on the internal combustion engine and taking into account the currently prevailing mode of operation of the internal combustion engine.

In which activity mode the internal combustion engine is at the time of detection, the anti-vibration control device becomes 11 for example, via the value or the positioning of the angle of rotation of the crankshaft via the hardware interface 15 , as in 4 shown, transmitted.

The calculated value of the expected vibration is compared by the anti-vibration control device 11 in a second step S2 with the stored in a memory device (not shown here) Vibration values to decide whether or not the calculated vibration value exceeds a defined maximum allowable vibration value. For this purpose, the anti-vibration control device 11 or also the control device of the electric machine (not shown here), moreover, a comparison device which compares the maximum permissible vibration values stored in the memory device with the calculated expected vibration values. The maximum permissible vibration values are preferably always in conjunction with the actual torque and thus with the current, ie at the time of detection prevailing load of the system or the internal combustion engine coupled. That is, depending on the load condition of the internal combustion engine or depending on the load occurring, the maximum permissible vibration value may be different.

The storage device for storing the maximum permissible vibration values is either a component of the anti-vibration control device 11 itself or in the anti-vibration control device 11 integrated or a part of the control device of the electric machine or a self-sufficient device.

If the calculated vibrations to be expected or the calculated value of the vibrations or vibrations to be expected are smaller than the corresponding maximum permissible vibration value stored in the memory device, the calculation is carried out again at step S1. For this purpose, new or current actual data are again obtained from the interfaces of the internal combustion engine or the internal combustion engine in order to be able to calculate a new value of the expected vibration.

However, if the calculated vibration value is greater than the corresponding stored maximum vibration value, then in a next step S3, the calculation of the value of the nominal torque or the nominal torque for the precontrol of the torque takes place.

For this calculation of the target torque value, the anti-vibration controller uses 11 in turn, the actual values or actual data already used or determined previously in step S1 with respect to the rotational speed, the torque, etc. That is, not new or current actual values in the anti-vibration control device again 11 but that for the calculation of the nominal torque value, the actual values or actual data underlying the calculation of the expected vibration are used. The anti-vibration control device uses to calculate the DESIRED torque value 11 Again, a variety of different mathematical operations.

In a subsequent step S4, the anti-vibration control device checks 11 in which activity mode the internal combustion engine is currently located. Ie. if the ignition has already taken place, pilot control of the speed controller would no longer enable or cause compensation for the vibration vibrations generated. Rather, a pilot control of the speed controller at the wrong or at an inappropriate time, such as during the Ausblasmodus the internal combustion engine rather lead to an increase in the vibration vibration.

If a time is detected at which a pilot control of the speed controller would not lead to a compensation of the vibration oscillations, the process is started again at step S1.

Otherwise, in step S5, the temporal modeling of the setpoint torque is synchronized with the ignition. Ie. By calculating the amplitude of the expected vibration or vibration calculated in step S1, taking into account the time or the time duration which is additionally dependent on the ignition timing of the internal combustion engine, the required desired torque is plotted or calculated. For this purpose uses the anti-vibration control device 11 in turn, the actual values or actual data already used previously in step S1 and step S3. Accordingly, new data sets are not retrieved from the corresponding devices or interfaces. The entire method is therefore based on identical, once-related actual data or actual values for the calculations and modeling in each run or in each method step.

The pilot control of the speed controller for controlling or controlling the torque is preferably carried out simultaneously or chronologically synchronously with the ignition in order to be able to compensate for the vibrations occurring from the ignition mode up to the combustion mode of the internal combustion engine.

After determining the desired torque value or the pilot control torque, the current control value of the speed controller is regulated or adjusted in a next step S6. For this purpose, the anti-vibration control device transmits 11 the calculated or modeled value or data set to the point of origin 28 ,

For calculating or modeling the expected vibration or the nominal torque value, the anti-vibration control device uses 11 a calculation and modeling device, which preferably is a component of the anti-vibration control device 11 is.

The Applicant reserves the right to claim all features disclosed in the application documents as essential to the invention, provided that they are novel individually or in combination with respect to the prior art.

LIST OF REFERENCE NUMBERS

1

Torque curve

2

Speed curve

3

Pressure characteristic curve

4

priming

5

compression mode

6

ignition mode

7

blowout

8th

Range of torque shock

9

Torque curve of the shaft

10

angle of rotation

11

Anti-vibration control device

12

Control device of the electric machine

13

electric machine

14

Software Interface

15

Hardware interface

16

PI controller

17

Park transformation element

18

analog to digital converter

19

Drehimpulsgeber

20

serial peripheral interface

21

PWM generator

22

Processor hardware

23

Clark transform element

24

PI controller

25

PI controller

26

Element for Inverse Park and Clark Transformation

27

Space vector modulator

28

junction

S1

first step vibration calculation

S2

second step - comparison

S2

third step - target torque value calculation

S4

fourth step - adjustment

S5

fifth step - modeling

S6

sixth step - current value adjustment

Claims (6)

Method of equalizing by one with an electric machine ( 13 ) mechanically coupled internal combustion engine generated vibration oscillations in a vehicle drivable with electrical energy by means of an anti-vibration control device ( 11 ), which has a control value of the electrical energy for operating a speed controller of the electric machine ( 13 ) in order to reduce or increase a speed controller frequency of the speed controller in consideration of a currently present mode of operation of the internal combustion engine, wherein the anti-vibration control device ( 11 ) determines the current activity mode of the internal combustion engine and with in the storage device of the control device of the electric machine ( 13 ) compares, by means of the control of the control value of the electrical energy for operation of the speed controller, the speed controller for generating a defined torque in time synchronous with an ignition mode of the internal combustion engine, wherein the anti-vibration control device ( 11 ) compares the calculated expected vibration vibrations with allowable maximum vibration vibration values stored in a memory means of the electric machine control means, and wherein no pre-control of the speed regulator takes place during the suction, compression and / or blow-out activity modes, since during these modes of operation Internal combustion engine no vibration generated by the internal combustion engine vibration must be compensated. Method according to claim 1, characterized in that the anti-vibration control device ( 11 ) calculated by the internal combustion engine vibration vibrations expected to be calculated by means of ACTUAL values relating to a rotational speed, a torque and / or a rotational angle of the internal combustion engine. Method according to claim 1 or 2, characterized in that the anti-vibration control device ( 11 ) the actual values directly via an interface connected to the control device of the internal combustion engine ( 14 . 15 ) receives. Method according to one of the preceding claims, characterized in that the anti-vibration control device ( 11 ) calculates a DESIRED torque value by means of ACTUAL values relating to a rotational speed, a torque and / or a rotational angle of the internal combustion engine in order to regulate the control value of the electrical energy for operating the speed controller. Anti-vibration control device ( 11 ) for controlling a control value of an electrical energy for operating a speed controller one with an electric machine ( 13 ) mechanically coupled internal combustion engine, wherein the anti-vibration control device ( 11 ) a component of the control device ( 12 ) of the electric machine ( 13 ) and determines the current activity mode of the internal combustion engine and with in the storage device of the control device of the electric machine ( 13 ) stored SOLL activity modes compares, by means of the control of the control value of the electrical energy for operating the speed controller, to control the speed controller for generating a defined torque in synchronism with an ignition mode of the internal combustion engine, wherein the anti-vibration control device ( 11 ) and designed to: - ensure that the anti-vibration control device ( 11 ) compares the calculated expected vibration oscillations to allowable maximum vibration vibration values stored in a memory means of the electric machine control means, and wherein no pre-control of the speed controller occurs during the suction, compression and / or purging activity modes since during these activity modes the internal combustion engine no vibration generated by the internal combustion engine vibration must be compensated. Anti-vibration control device according to claim 5, characterized in that the anti-vibration control device ( 11 ) has a receiving device for receiving ACTUAL values relating to a rotational speed, a torque and / or a rotational angle of the internal combustion engine and a transmitting device for sending a signal for controlling the control values and / or a comparison device for comparing the ACTUAL values with DESIRED values.

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