DE102019116017A1 - Control of an internal combustion engine of a vehicle, which is assigned to a centrifugal pendulum - Google Patents

Abstract

A method for controlling an internal combustion engine of a vehicle, said internal combustion engine being part of a drive group (1), further comprising: - a crankshaft which is driven in rotation by the internal combustion engine, and - a centrifugal pendulum (4) which is arranged downstream of the crankshaft for the torque generated by the internal combustion engine, the internal combustion engine being controlled in such a way that the average drive torque that it delivers is a polynomial function of the speed of this engine in a predetermined speed range, so that in this predetermined speed range the non-uniform torque assigned to this average drive torque is less than the maximum non-uniform torque that the centrifugal pendulum (4) can be subjected to.

Description

The present invention relates to the control of an internal combustion engine of a vehicle which is associated with a centrifugal pendulum.

The invention particularly relates to the so-called “passenger cars”. The invention can also relate to the so-called "industrial vehicles", the latter being for example trucks, public transport or agricultural vehicles.

It is known to use the centrifugal pendulum to filter all or part of the non-uniform torque associated with the drive torque generated by the internal combustion engine.

In such an application, the centrifugal pendulum can be integrated in a torsional damping system of a clutch, which is suitable for selectively connecting the internal combustion engine to the transmission in order to filter the torsional vibrations due to the rotational irregularities of the engine. Such a damping system is, for example, a dual mass flywheel.

As a variant, in such an application the centrifugal pendulum can be integrated in a friction clutch disc, a transmission, automated or not, or a hydrodynamic torque converter.

Such a centrifugal pendulum conventionally uses a carrier or a plurality of pendulum bodies movable in relation to this carrier, the displacement of the pendulum bodies in relation to the carrier being carried out by rolling elements which on the one hand interact with roller tracks connected to the carrier and on the other hand with roller tracks connected to the pendulum bodies. For example, each pendulum body comprises two pendulum masses which are connected to one another by one or more connecting elements.

The centrifugal pendulum can withstand a maximum non-uniform torque, also called "centrifugal pendulum capacity". If the non-uniform torque to which the centrifugal pendulum is subjected is greater than this capacity, the pendulum bodies of this device come to a stop on the carrier, as a result of which the latter can be damaged and noises can be produced in connection with the impact shocks. Various damping devices have been proposed to reduce these shocks.

The object of the invention is to solve the problems in connection with the application of a non-uniform torque on a centrifugal pendulum which exceeds its capacity.

• - eine Kurbelwelle, die vom Verbrennungsmotor in Drehung angetrieben wird, und
• - ein Fliehkraftpendel, das stromabwärts zur Kurbelwelle angeordnet ist, für das vom Verbrennungsmotor erzeugte Drehmoment,

wobei bei dem Verfahren der Verbrennungsmotor derart gesteuert wird, dass das mittlere Antriebsmoment, das er liefert, eine Polynomfunktion der Geschwindigkeit dieses Motors in einem vorbestimmten Geschwindigkeitsbereich ist, so dass in diesem vorbestimmten Geschwindigkeitsbereich das diesem mittleren Antriebsmoment zugeordnete ungleichförmige Drehmoment kleiner als das maximale ungleichförmige Drehmoment ist, das das Fliehkraftpendel ertragen kann.The invention achieves this in one of its aspects with the aid of a method for controlling an internal combustion engine of a vehicle, this internal combustion engine being part of a drive group, further comprising:

• - a crankshaft driven in rotation by the internal combustion engine, and
• a centrifugal pendulum, which is arranged downstream of the crankshaft, for the torque generated by the internal combustion engine,

wherein in the method the internal combustion engine is controlled such that the average drive torque it delivers is a polynomial function of the speed of this engine in a predetermined speed range, so that in this predetermined speed range the non-uniform torque associated with this average drive torque is smaller than the maximum non-uniform torque is that the centrifugal pendulum can endure.

In contrast to the prior art solutions focused on reducing the consequences of the presence of excessive non-uniform torque applied to the centrifugal pendulum, the object of the invention is to address the problem at the root, i.e. treat the value of the non-uniform torque even in a predetermined speed range. This avoids having to equip the centrifugal pendulum with additional components, which enables savings in terms of costs and space. Due to the reduced values for the non-uniform torque in this speed range, the centrifugal pendulum remains in a functional range in which it is not exposed to excessive non-uniform torque.

• - bedeutet „axial“ „parallel zur Drehachse des Trägers des Fliehkraftpendels“,
• - bedeutet „radial“ „entlang einer Achse, die einer Ebene orthogonal zu dieser Drehachse angehört und diese Drehachse schneidet“,
• - bedeutet „im Winkel“ oder „in Umfangsrichtung“ „um diese Drehachse herum“,
• - bedeutet „orthogonal“ „senkrecht auf eine Radialrichtung“,
• - bedeutet „verbunden“ „starr gekoppelt“,
• - ist die Erregungsordnung eines Verbrennungsmotors gleich der Anzahl von Explosionen dieses Motors pro Kurbelwellenumdrehung,
• - sind „stromaufwärts“ und „stromabwärts“ in Übertragungsrichtung des Drehmoments vom Verbrennungsmotor zu den Rädern der Antriebsgruppe bezeichnet, wie auch „Eingang“ und „Ausgang“, und
• - ist die Ruheposition eines Punktes des Fliehkraftpendels jene, in der dieser Punkt frei von Torsionsschwingungen ist, die von den Drehungleichförmigkeiten des Verbrennungsmotors stammen.

In the sense of the present application:

• - means "axial""parallel to the axis of rotation of the support of the centrifugal pendulum",
• - means "radial""along an axis which belongs to a plane orthogonal to this axis of rotation and intersects this axis of rotation",
• - means "at an angle" or "in the circumferential direction""around this axis of rotation",
• - means "orthogonal""perpendicular to a radial direction",
• - means "connected""rigidlycoupled",
• - the excitation order of an internal combustion engine is equal to the number of explosions of this engine per crankshaft revolution,
• - are designated “upstream” and “downstream” in the direction of transmission of the torque from the internal combustion engine to the wheels of the drive group, as well as “input” and “output”, and
• - The rest position of a point of the centrifugal force pendulum is that point in which this point is free from torsional vibrations which result from the rotational irregularities of the internal combustion engine.

According to a first exemplary embodiment of the invention, the drive group can also comprise a torsional vibration damper which comprises elastic return elements, this torsional vibration damper being interposed between the crankshaft and the centrifugal force pendulum for the torque generated by the internal combustion engine, and the mean drive torque being a polynomial 4 , Degree depending on the speed of the engine is in the predetermined speed range.

wobei:

• - C_m das mittlere Antriebsmoment ist, das vom Verbrennungsmotor ohne Anwendung des erfindungsgemäßen Verfahrens geliefert wird,
• - C_a das diesem mittleren Antriebsmoment zugeordnete ungleichförmige Drehmoment ist,
• - k_d die Steifigkeit der einzigen Feder ist, die den Torsionsschwingungsdämpfer gestaltet,
• - m, R_g, n_P, s jeweils sind: die Masse des einzigen Pendelkörpers, der alle Pendelkörper des Fliehkraftpendels gestaltet, der Abstand zwischen der Drehachse des Trägers des Fliehkraftpendels und dem Schwerpunkt dieses einzigen Pendelkörpers, der Sollwert, auf den dieser einzige Pendelkörper abgestimmt ist, und der Maximalwert der kurvigen Distanz, die der Schwerpunkt dieses einzigen Pendelkörpers von seiner Ruheposition aus zurücklegt,
• - I₁ das Trägheitsmoment der Gesamtheit ist, die auf dem Weg des Drehmoments stromaufwärts zum Torsionsschwingungsdämpfer angeordnet ist und die Kurbelwelle einschließt,
• - n_E die Erregungsordnung des Verbrennungsmotors ist, und
• - α eine Konstante ist, die die Verstärkung des dem mittleren Antriebsmoment zugeordneten ungleichförmigen Drehmoments bei hohen Getriebegängen übersetzt, wobei α insbesondere zwischen 1 und 3 beträgt.

The average controlled drive torque according to this exemplary embodiment in the predetermined speed range is expressed, for example, as a function of the speed of the engine with the following expression: $$C_m^{\text{'}}=\frac{s{n}_P^2{n}_e^2{\mathrm{\Omega }}^4{I}_{1}m{R}_{\mathrm{<figure-callout\; id="1"\; label="G\; k\; d"\; filenames="DE102019116017A1\_0010.png"\; state="\{\{state\}\}">G\; </figure-callout>}}}{k_d}\frac{1}{\alpha }\frac{C_m}{C_a}$$

in which:

• C _{m is} the average drive torque that is supplied by the internal combustion engine without using the method according to the invention,
• C _{a is} the non-uniform torque assigned to this average drive torque,
• - k _{d is} the stiffness of the only spring that shapes the torsional vibration damper,
• - m, R _g , n _P , s are: the mass of the single pendulum body that forms all the pendulum bodies of the centrifugal pendulum, the distance between the axis of rotation of the support of the centrifugal pendulum and the center of gravity of this single pendulum body, the setpoint to which this single pendulum body is based and the maximum value of the curvy distance that the center of gravity of this single pendulum body travels from its rest position,
• I _{1 is} the moment of inertia of the whole, which is arranged on the path of the torque upstream of the torsional vibration damper and includes the crankshaft,
• - n _{E is} the excitation order of the internal combustion engine, and
• - α is a constant which translates the amplification of the non-uniform torque associated with the average drive torque at high gear ratios, α being in particular between 1 and 3.

This torsional vibration damper can be formed by a single step of elastic restoring elements, in which case these elastic restoring elements are all mounted parallel to one another.

As a variant, this torsional vibration damper can be formed by two stages of elastic return elements which are mounted in series, each stage being formed by elastic return elements which are mounted parallel to one another.

According to this first embodiment, the centrifugal pendulum can have its carrier fixed on the secondary of a dual mass flywheel, in which case the aforementioned stiffness is that of the springs of this dual mass flywheel.

According to this first embodiment, the centrifugal pendulum can have its carrier attached to an output hub of a friction clutch disc as a variant. In this case, the aforementioned stiffness can be that of the springs, which are interposed between the carrier of the friction linings and this output hub. If necessary, a pre-damper can be provided.

According to this first exemplary embodiment, the centrifugal force pendulum can also be attached downstream to a damper of a wet or dry double clutch, a damper of a wet single clutch or else downstream to a damper of a hydrodynamic torque converter or else a damper of a hybrid drive group.

According to a second embodiment of the invention, the centrifugal pendulum is rigidly attached to the crankshaft, and the drive torque is a polynomial 2 , Degree depending on the speed of the engine in the predetermined speed range. According to this second example, the non-uniform torque treated by the centrifugal pendulum was not previously filtered.

Downstream of the centrifugal pendulum can be one or more Torsional vibration damper, comprising elastic return elements, may be provided.

In the foregoing, an elastic return member may be a curved spring or a straight spring.

The upper limit of the predetermined speed range is, for example, between 800 rpm and 2000 rpm. For example, the drive torque can be controlled to reduce the non-uniform torque below 800 rpm or below 2000 rpm. This control of the drive torque can take place from 0 rpm or not.

Beyond the predetermined speed range, the internal combustion engine delivers a drive torque according to the prior art without taking into account the value of the non-uniform torque which is associated with this mean drive torque, in comparison with the maximum non-uniform torque which this centrifugal force pendulum can bear.

As already mentioned, the drive group can comprise a dual-mass flywheel, a hydrodynamic torque converter, a flywheel connected to the crankshaft, a dry or wet double clutch, a wet single clutch, a component of a hybrid drive group or a friction clutch disc. The invention is more closely applied to a hydrodynamic torque converter, a dry double clutch, or a wet double clutch, since in these applications the non-uniform torque associated with the mean drive torque is greater than the maximum torque that the centrifugal pendulum can withstand at low speeds.

• - einen Verbrennungsmotor, der ein mittleres Antriebsmoment erzeugt,
• - eine Kurbelwelle, die in Drehung vom Verbrennungsmotor angetrieben wird, und
• - ein Fliehkraftpendel, das stromabwärts zu der Kurbelwelle angeordnet ist, für das vom Verbrennungsmotor erzeugte Drehmoment,

wobei das mittlere Antriebsmoment eine Polynomfunktion der Geschwindigkeit dieses Motors in einem vorbestimmten Geschwindigkeitsbereich ist, so dass in diesem vorbestimmten Geschwindigkeitsbereich das ungleichförmige Drehmoment, das diesem mittleren Antriebsmoment zugeordnet ist, kleiner als das maximale ungleichförmige Drehmoment ist, das das Fliehkraftpendel filtern kann.According to a further of its aspects, the invention further relates to a drive group of a vehicle, comprising:

• an internal combustion engine which generates an average driving torque,
• - a crankshaft driven in rotation by the internal combustion engine, and
• a centrifugal pendulum, which is arranged downstream of the crankshaft, for the torque generated by the internal combustion engine,

wherein the average drive torque is a polynomial function of the speed of this engine in a predetermined speed range, so that in this predetermined speed range the non-uniform torque associated with this average drive torque is less than the maximum non-uniform torque that the centrifugal pendulum can filter.

All or part of the aforementioned features can also be applied to this further aspect of the invention.

According to a first exemplary embodiment, the drive group can further comprise a torsional vibration damper which comprises elastic return elements, this torsional vibration damper being interposed between the crankshaft and the centrifugal force pendulum for the torque generated by the internal combustion engine, and the mean drive torque is a polynomial 4 , Degree depending on the speed of the engine in the predetermined speed range.

According to a second embodiment, the centrifugal pendulum can be fixed to the crankshaft, the average drive torque being a polynomial 2 , Degree depending on the speed of the engine is in the predetermined speed range.

The aforementioned assembly may further include the transmission, the drive shaft and the differential.

The control of the internal combustion engine can be carried out in whole or in part with the aid of a computer system.

Throughout the preceding text, the centrifugal force pendulum comprises, for example, several pendulum bodies, for example a number between two and eight, in particular three or six pendulum bodies. All of these pendulum bodies can follow one another in the circumferential direction. The centrifugal pendulum can thus comprise a plurality of planes perpendicular to the axis of rotation, in each of which all pendulum bodies are arranged.

The support of the centrifugal pendulum can be a single piece and made from one piece.

• - eine erste und eine zweite Pendelmasse, die axial zueinander beabstandet und in Bezug zum Träger beweglich sind, wobei die erste Pendelmasse axial auf einer ersten Seite des Trägers angeordnet ist, und die zweite Pendelmasse axial auf einer zweiten Seite des Trägers angeordnet ist, und
• - mindestens ein Element zur Verbindung der ersten und der zweiten Pendelmasse, das die Massen zueinander bringt.

Each pendulum body can include:

• a first and a second pendulum mass which are axially spaced apart and movable with respect to the carrier, the first pendulum mass being arranged axially on a first side of the carrier and the second pendulum mass being arranged axially on a second side of the carrier, and
• - At least one element for connecting the first and the second pendulum mass, which brings the masses together.

The device can comprise at least one rolling element which interacts on the one hand with a rolling track connected to the carrier and on the other hand with a rolling track connected to the pendulum body in order to guide the displacement of the pendulum body in relation to the carrier.

The roller element can only interact with the roller track connected to the carrier and with the roller track connected to the pendulum body via its outer surface. A self-section of this outer surface can alternately interact with the roller track connected to the carrier and with the roller track connected to the pendulum body when the roller element moves.

The roller track connected to the pendulum body can be defined by the connecting element. In other words, the rolling element interacts on the one hand with the carrier and on the other hand with the connecting element in order to guide the displacement of the pendulum body in relation to the carrier. Each roller element can only be loaded in compression between the roller tracks mentioned above. the roller track connected to the carrier and the roller track connected to the pendulum body, which cooperates with the same roller element, can be at least partially radially opposite one another, i.e. that there are planes perpendicular to the axis of rotation in which these roller tracks both extend.

According to a variant, the pendulum body can define two separate rolling tracks, one rolling track being defined in the first pendulum mass and one rolling track being defined in the second pendulum mass.

Each pendulum body can be provided with one or more stop damping elements which make it possible to reduce the shocks between the pendulum body and the carrier, for example when the internal combustion engine of the vehicle is switched off.

In a particular exemplary embodiment of the invention, each pendulum body comprises two connecting elements, each connecting element interacts with a rolling element, and each connecting element is assigned to a stop damping element.

Each stop damping element can have elastic properties which are associated with the damping of the impacts in connection with the contacting of the pendulum body and the carrier. Each stop damping element is made, for example, of elastomer or rubber.

Throughout the previous text, each rolling element is, for example, a roller with a circular cross section in a plane perpendicular to the axis of rotation of the carrier. The axial ends of the roller cannot have a thin annular border. The roller is made of steel, for example. The roller can be hollow or full.

Throughout the previous text, the shape of the roller tracks can be such that the pendulum bodies are only displaced in translation about a fictitious axis parallel to the axis of rotation in relation to the carrier.

• - in Translation um eine fiktive Achse parallel zur Drehachse, als auch
• - in Drehung um sich selbst, insbesondere um ihren jeweiligen Schwerpunkt, wobei eine solche Bewegung auch „kombinierte Bewegung“ genannt wird.

As a variant, the shape of the roller tracks can be such that the pendulum bodies are displaced in relation to the support both:

• - in translation around a fictional axis parallel to the axis of rotation, as well
• - in rotation around itself, in particular around its respective center of gravity, whereby such a movement is also called “combined movement”.

The internal combustion engine of the drive group can comprise two, three, four, five or six cylinders or more.

The centrifugal pendulum does not necessarily have only one carrier, it comprises, for example, two carriers which are axially offset and connected to one another, the pendulum body comprising at least one pendulum mass which is arranged axially between the two carriers. The pendulum body includes, for example, several interconnected pendulum masses. All of these pendulum masses of the same pendulum body can be arranged axially between the two supports. As a variant, only a certain pendulum mass (s) extend axially between the two supports, with (a) further pendulum mass (s) of this pendulum body extending axially beyond one or the other carrier.

• - 1 eine sehr schematische Ansicht eines Teils einer Antriebsgruppe ist, in der die Erfindung eingesetzt werden kann,
• - die 2 und 3 zwei Beispiele einer Architektur von Fliehkraftpendeln darstellen, mit denen die Erfindung eingesetzt werden kann, und
• - 4 ein Graph ist, der es ermöglicht, die Wirkung der Erfindung aufzuzeigen, wenn das Fliehkraftpendel stromabwärts zu einem Torsionsschwingungsdämpfer angeordnet ist.

The invention will be better understood by studying the following description of non-limiting examples of use thereof and the study of the accompanying drawing, in which:

• - 1 Figure 3 is a very schematic view of part of a drive group in which the invention can be used,
• - the 2 and 3 represent two examples of a centrifugal pendulum architecture with which the invention can be used, and
• - 4 is a graph that makes it possible to demonstrate the effect of the invention when the centrifugal pendulum is arranged downstream of a torsional vibration damper.

1 schematically represents part of a drive group 1 of a vehicle. Although in 1 not shown, includes the drive group 1 known to be an internal combustion engine for driving the vehicle, said latter comprising two, three or four cylinders and a crankshaft.

• - eine primäre Komponente 2, die die Kurbelwelle einschließt, wobei diese Komponente 2 ein Trägheitsmoment um die Drehachse der Kurbelwelle I₁ aufweist, und
• - einen Torsionsschwingungsdämpfer 3, umfassend elastische Rückstellelemente. Diese elastischen Rückstellelemente sind hier parallel, um eine Dämpfungsstufe zu bilden, und umfassen beispielsweise gerade oder gekrümmte Federn. Die einzige Steifigkeit, die die Gesamtheit der elastischen Rückstellelemente dieses Dämpfers 3 darstellt, ist nachfolgend mit k_d bezeichnet.

This drive group 1 includes here:

• - a primary component 2 , which includes the crankshaft, this component 2 has an moment of inertia about the axis of rotation of the crankshaft I ₁ , and
• - a torsional vibration damper 3 , comprising elastic return elements. These elastic return elements are parallel here to form a damping stage and comprise, for example, straight or curved springs. The only stiffness that the entirety of the elastic return elements of this damper 3 represents, hereinafter referred to as k _d .

At the exit of the torsional vibration damper 3 is a centrifugal pendulum 4 assembled. This centrifugal pendulum 4 includes a carrier in the example described 5 that at the exit of the damper 3 is attached, and pendulum body 6 related to the carrier 5 are mobile.

In a known manner and as in the 2 and 3 shown, each pendulum body 6 two pendulum masses 7 include, with each pendulum mass 7 axially opposite one side of the carrier 5 extends, and two connecting elements 8th which are the two pendulum masses of a pendulum body 6 connect. The fasteners 8th that have the same pendulum body 6 heard, also called "crossbar", are offset in the example in question.

The centrifugal pendulum 4 may also include rolling elements, the displacement of the pendulum body 6 in relation to the carrier 5 to lead. The rolling elements here are rollers that have a circular cross section. The movement of each pendulum body 6 in relation to the carrier 5 is guided, for example, by two rolling elements.

On the one hand, each rolling element rolls on the first with the carrier 5 connected roller track and on the other on a second with the pendulum body 6 connected roller track to guide this movement. In case of 2 is every second roller track from a connecting element 8th formed while in the case of 3 every second roller track directly within a pendulum mass 7 regardless of the fasteners 8th is trained.

The drive group 1 further includes, in the example in question, a transmission, a drive shaft and a differential, although these elements are not shown.

The invention consists in changing the average drive torque delivered for low speeds in order to guarantee that the average drive torque assigned to this and by the centrifugal pendulum 4 detected non-uniform torque remains below a value from which the pendulum body 6 on the carrier 5 come to a stop.

The invention is based on the finding that it is possible to reduce the average drive torque for low speeds, for example speeds below 800 rpm, without this really impairing the drive of the vehicle, and so that from the centrifugal pendulum 4 Captured non-uniform torque remains below this value, starting from which the pendulum body 6 on the carrier 5 come to a stop.

• - C_m ist das mittlere Antriebsmoment, das vom Verbrennungsmotor nach dem Stand der Technik geliefert wird,
• - C_a ist das ungleichförmige Drehmoment, das dem mittleren Antriebsmoment C_m zugeordnet ist,
• - k_d ist die Steifigkeit der einzigen Feder, die den Torsionsschwingungsdämpfer darstellt,
• - m, R_g, n_P, s sind jeweils: die Masse des einzigen Pendelkörpers, der alle Pendelkörper des Fliehkraftpendels darstellt, der Abstand zwischen der Drehachse des Trägers des Pendels und dem Schwerpunkt dieses einzigen Pendelkörpers, der Ordnungswert, auf den dieser einzige Pendelkörper abgestimmt ist, und der Maximalwert der kurvigen Distanz, die der Schwerpunkt dieses einzigen Pendelkörpers von seiner Ruheposition aus durchläuft,
• - I₁ ist das Trägheitsmoment der Gesamtheit, die auf dem Weg des Drehmoments stromaufwärts zum Torsionsschwingungsdämpfer angeordnet ist, und umfassend die Kurbelwelle,
• - n_E ist die Erregungsordnung des Verbrennungsmotors, und
• - α ist eine Konstante, die die Verstärkung des dem mittleren Antriebsmoment zugeordneten ungleichförmigen Drehmoments für hohe Getriebegänge, wobei α insbesondere zwischen 1 und 3 beträgt.

An analytical explanation of the solution proposed by the invention is provided. The following data is introduced here:

• C _m is the average drive torque that is delivered by the internal combustion engine according to the prior art,
• - C _a is the non-uniform torque which is assigned to the average drive torque C _m ,
• - k _d is the stiffness of the only spring that represents the torsional vibration damper,
• - m, R _g , n _P , s are: the mass of the single pendulum body, which represents all the pendulum bodies of the centrifugal pendulum, the distance between the axis of rotation of the support of the pendulum and the center of gravity of this single pendulum body, the order value to which this single pendulum body and the maximum value of the curvy distance that the center of gravity of this single pendulum body travels from its rest position,
• I ₁ is the moment of inertia of the entirety, which is arranged on the path of the torque upstream of the torsional vibration damper and includes the crankshaft,
• - n _E is the excitation order of the internal combustion engine, and
• - α is a constant which is the amplification of the non-uniform torque associated with the average drive torque for high gear ratios, where α is in particular between 1 and 3.

The expression of the from the centrifugal pendulum 4 after partial filtering by the torsional vibration damper 3 Non-uniform torque is supplied by $$C_p=\frac{k_{d}Cla}{n_e^2{\mathrm{\Omega }}^2{\mathrm{<figure-callout\; id="1"\; label="I"\; filenames="DE102019116017A1\_0010.png"\; state="\{\{state\}\}">I</figure-callout>}}_1}$$

Moreover, the maximum value of the non-uniform torque that the centrifugal pendulum 4 can endure without his pendulum body 6 on the carrier 5 after a deflection from the rest position of these pendulum bodies come to a stop, also called the "centrifugal force pendulum capacity", supplied by $$C_{capa}=s{n}_P^2{\mathrm{\Omega }}^{2}m{R}_G$$

If it is assumed that the torque C _P according to (1) is at most equal to that of the capacity of the centrifugal pendulum 4 according to (2), the following expression is obtained as the value for a maximum non-uniform torque in the region of the crankshaft C _a ' $$C_a^{\text{'}}=\frac{s{n}_P^2{n}_e^2{\mathrm{\Omega }}^4{I}_{1}m{R}_G}{k_d}$$

Taking into account the amplification of the rotational irregularities for the higher gear gears, for example for the gears from fifth gear, requires the introduction of a coefficient α, which can be between 1 and 3, and to obtain a corrected value for this maximum non-uniform torque in the range of Crankshaft leads: $$C_a^{\text{'}}=\frac{s{n}_P^2{n}_e^2{\mathrm{\Omega }}^4{I}_{1}m{R}_{\mathrm{<figure-callout\; id="1"\; label="G\; k\; d"\; filenames="DE102019116017A1\_0010.png"\; state="\{\{state\}\}">G\; </figure-callout>}}}{k_d}\frac{1}{\alpha }$$

Since the average driving torque C _m and the non-uniform driving torque C _{a are} proportional, the value of the maximum average driving torque C _m 'which is assigned to the value of the maximum non-uniform torque C _a ' is obtained by using the following equation: $$\frac{C_m}{C_a}=\frac{C_m^{\text{'}}}{C_a^{\text{'}}}$$

For the maximum average driving torque C _m ', which makes it possible to avoid the centrifugal pendulum 4 subjected to a non-uniform torque above its capacity, the following is obtained as an expression: $$C_m^{\text{'}}=\frac{s{n}_P^2{n}_e^2{\mathrm{\Omega }}^4{I}_{1}m{R}_{\mathrm{<figure-callout\; id="1"\; label="G\; k\; d"\; filenames="DE102019116017A1\_0010.png"\; state="\{\{state\}\}">G\; </figure-callout>}}}{k_d}\frac{1}{\alpha }\frac{C_m}{C_a}$$

It should be noted that the expression of the maximum average drive torque C _m 'is a polynomial function 4 , Degree of the rotational speed Ω on the crankshaft.

• - s beträgt zwischen 10 und 15 mm,
• - n_p beträgt zwischen 0,5 und 4,
• - n_e ist gleich 0,5 oder 1, oder 1,5 oder 2 oder 3,
• - Ω beträgt zwischen 700 und 2000 U/min,
• - I₁ beträgt zwischen 0,05 und 0,25 kg/m²
• - k_d beträgt zwischen 3 und 25 Nm/°,
• - m beträgt zwischen 0,2 und 2 kg, und
• - Rg beträgt zwischen 4 cm und 12 cm.

With a precise application, the following numerical values result, for example:

• - s is between 10 and 15 mm,
• - n _p is between 0.5 and 4,
• - n _e is equal to 0.5 or 1, or 1.5 or 2 or 3,
• - Ω is between 700 and 2000 rpm,
• - I ₁ is between 0.05 and 0.25 kg / m ²
• - k _d is between 3 and 25 Nm / °,
• - m is between 0.2 and 2 kg, and
• - Rg is between 4 cm and 12 cm.

• - gemäß einer Kurve 100 die Entwicklung des mittleren Drehmoments eines Motors einer Antriebsgruppe ähnlich jener der 1 in Abhängigkeit von der Drehgeschwindigkeit dieses Motors nach dem Stand der Technik, und
• - gemäß einer Kurve 101 die Entwicklung dieses selben mittleren Antriebsmoments nach einem besonderen Beispiel.

4 shows:

• - according to a curve 100 the development of the average torque of an engine in a drive group similar to that of 1 depending on the speed of rotation of this motor according to the prior art, and
• - according to a curve 101 the development of this same average driving torque according to a special example.

It should be noted that at lower speeds between 1000 and approximately 1300 rpm, the average drive torque according to this example is reduced compared to that of the prior art. The curve 101 is namely under the curve 100 at these speeds, and this curve 101 represents a polynomial function 4 , Degree of speed Ω. Beyond this value of 1300 rpm, the behavior of the internal combustion engine is similar to that of the prior art.

According to a second embodiment, not shown, the support of the centrifugal pendulum is 5 directly attached to the crankshaft, without prior filtering of a torsional vibration damper similar to the damper previously described 3 ,

In this case, the maximum non-uniform torque in the region of the crankshaft C _a 'must be equal to the capacity of the centrifugal pendulum Ccapa.

If a factor α is again introduced, still between 1 and 3, the following expression is obtained: $$C_a^{\text{'}}=\frac{s\times n_P^2\times {\mathrm{\Omega }}^2\times m\times R_G}{\alpha }$$

The following expression is now obtained for the average drive torque C _m ', which makes it possible to avoid the centrifugal pendulum 4 is subjected to a non-uniform torque above its capacity: $$C_m^{\text{'}}=\frac{s\times n_P^2\times {\mathrm{\Omega }}^2\times m\times R_G}{\alpha }\times \frac{C_m}{C_a}$$

It can thus be stated that the expression of the average drive torque C _m 'is a polynomial function 2 , Degree of the rotational speed on the crankshaft is Ω.

Claims (8)

Method for controlling an internal combustion engine of a vehicle, this internal combustion engine being part of a drive group (1), further comprising: - a crankshaft driven in rotation by the internal combustion engine, and - A centrifugal pendulum (4), which is arranged downstream of the crankshaft for the torque generated by the internal combustion engine, the internal combustion engine being controlled in such a way that the average drive torque it delivers is a polynomial function of the speed of this engine in a predetermined speed range , so that in this predetermined speed range the non-uniform torque assigned to this average drive torque is smaller than the maximum non-uniform torque that the centrifugal force pendulum (4) can endure. Procedure according to Claim 1 , in which the drive group further comprises a torsional vibration damper (3) which comprises elastic return elements, this torsional vibration damper (3) for the torque generated by the internal combustion engine being interposed between the crankshaft and the centrifugal pendulum (4), the method using the mean drive torque 4th degree polynomial depending on the speed of the motor is in the predetermined speed range. Procedure according to Claim 1 , in which the centrifugal pendulum (4) is rigidly attached to the crankshaft, and in which the average drive torque is a 2nd degree polynomial depending on the speed of the engine in the predetermined speed range. Method according to one of the preceding claims, in which the upper limit of the predetermined speed range is between 800 and 2000 rpm. Method according to one of the preceding claims, wherein the drive group (1) further comprises a hydrodynamic torque converter, a dry double clutch or a wet double clutch. Drive group (1) of a vehicle, comprising: an internal combustion engine that generates a driving torque, - a crankshaft driven in rotation by the internal combustion engine, and - A centrifugal pendulum (4), which is arranged downstream of the crankshaft for the torque generated by the internal combustion engine, the average drive torque being a polynomial function of the speed of this engine in a predetermined speed range, so that in this predetermined speed range the non-uniform torque assigned to this average drive torque is smaller than the maximum non-uniform torque that the centrifugal pendulum (4) can take. Drive group after Claim 6 , further comprising a torsional vibration damper (3), comprising elastic restoring elements, said torsional vibration damper (3) for the torque generated by the internal combustion engine being interposed between the crankshaft and the centrifugal pendulum (4), the mean drive torque being a 4th degree polynomial depending on the Speed of the motor is in the predetermined speed range. Drive group after Claim 6 , wherein the centrifugal pendulum (4) is rigidly attached to the crankshaft, the mean drive torque being a 2nd degree polynomial depending on the speed of the engine in the predetermined speed range.

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