DE102004043587A1 - Device and method for controlling and regulating components of a hybrid drive train of a motor vehicle - Google Patents

Abstract

The invention relates to a method and a device for controlling and regulating components of a hybrid drive train (1, 2). For fuel-efficient and low-emission operation of a motor vehicle with such a drive train is provided that the drive torque request of the driver on the drive torque of an internal combustion engine (VM) and the at least one electric machine (EM1, EM2) distributed and such a drive is selected that the state of charge an electrical energy store (28) is optimally adapted to the currently rather dynamic or rather economical driving style of the driver.

Description

The The invention relates to an apparatus and a method for controlling and controlling components of a hybrid powertrain of a motor vehicle according to the generic term of claim 1 or claim 16.

to further reduction of fuel consumption and pollutant emission From motor vehicles, it is the aspiration of the motor industry to to further develop familiar hybrid powertrain concepts and suitable for it To introduce control and regulating devices. To operate Such control and regulation devices turn new Control and regulation needed, which, because of their complexity as computer programs are trained and with the help of related computers, sensors and actuators work.

So is out of the GB 2 340 463 A1 a vehicle with a parallel hybrid powertrain, in which the drive wheels of the vehicle are selectively driven by means of an internal combustion engine, an electric motor or simultaneously by both prime movers. A control device controls and regulates the use of these two drive machines on the basis of sensor information on, for example, the speed of the internal combustion engine, the electric motor speed, the state of charge of an electrical energy storage, the driving speed, the accelerator pedal deflection (by the driver signals his drive torque request), the operation of the service brake , the selected gear and the switch position of a switch, with the desire for a very fast vehicle start is signaled. With the help of this information, for example, a fast electromotive starting of the vehicle can be realized and the e lektromotorische drive the internal combustion engine drive in the sense of a short-term increase in performance of the overall drive power of the vehicle are switched on.

Moreover, from the EP 0 903 259 B1 a hybrid drive vehicle having a control system for controlling the drive power of the internal combustion engine and the electric machine is known in which the control system derives the drive power request of the driver from an accelerator pedal deflection signal. Subsequently, the control system calculates the necessary driving power of the electric machine in response to this accelerator pedal value and the remaining electric capacity of an electric energy storage, and then calculates a correction amount for the power control of the internal combustion engine to reduce the output power so that the sum of the electric and the internal combustion engine Drive power corresponds to the requested by the accelerator pedal drive power.

In addition, from the EP 1 199 205 A2 Various powertrains with associated control and regulating devices known to work with control programs that optimize the hybrid operation of a motor vehicle with respect to the energy flows in the drive train. In this case, a purely internal combustion engine, a purely electric motor as well as a vehicle drive carried out with both drive motors are permitted, as is the generator operation of at least one electric machine.

The Control device decides how the current operating conditions the internal combustion engine and the electric machine of the drive train with the respective accelerator pedal deflection of the driver and the vehicle speed to be linked. In addition generated this control and regulating device control signals for the internal combustion engine, the electric machine, a steplessly adjusting its gear ratio Transmission and a clutch between the internal combustion engine and the electric machine such that the driving performance requirements the driver met become.

To has this control device via a number of selectable methods for controlling and regulating the internal combustion engine, the electric machine and the clutch, as well as over a number of methods for calculating operating points for the internal combustion engine, the electric machine and the continuously variable transmission. In addition, the includes Control and regulating device Control means for control of the internal combustion engine, the electric machine, the clutch and the Transmission.

critical for the Structure and use of this known control and regulating device is that these with the help of a so-called driving condition detector the current driving condition of the hybrid vehicle among other things on the basis of Accelerator pedal deflection, the driving speed and the state of charge (State Of Charge, SOC) of an electric battery as well as this one fed or extracted electrical energy, and on this basis the control and regulation of the internal combustion engine, the electric machine in their electromotive and generator operation, the actuation of Clutch and the ratio change behavior of the automatic transmission determined.

Finally is from WO 02/26520 A1 a drive train control for a motor vehicle with at least two drive units and a transmission known by means of the operation of a hybrid vehicle with respect to Fuel consumption, pollutant emissions, drivability and the driving performance should be able to be improved. This will be according to this Document achieved by a drive train control, which initially via decentralized Control units for generating actuating signals for the drive units and the transmission has, and a so-called pedal interpretation device for determining a torque setpoint from a characterizing the driver's request Has size.

Also belongs to this Powertrain control a region called a target state manager, in which the respective desired operating state of Drivetrain depending on from the said torque command value and the charging state of an electrical Energy storage is set in the vehicle. Finally includes the powertrain control also called a torque manager Area in which depending on the torque setpoint and the specified setpoint operating state of the Drivetrain individual control signals for the decentralized mentioned above Control units are generated.

moreover discloses this document that the powertrain control additionally a has area designated as driver and situation recognition, with the recorded operating variables of the Vehicle evaluated, classified and then the Target state manager are supplied to determine the desired operating state can. In detail, this driver and Situational recognition, for example, have the following components: a driver type detection, an environmental and road type localization and a Driving maneuver and Driving situation recognition.

Besides that is It is known from this prior art that the target state manager has a configuration identifier with whose help in the desired state manager stored nominal operating states of the drive train Locked by the state or value of the configuration identifier or can be released.

adversely in the control device according to WO 02/26520 A1, that the control and regulation of the at least two drive motors in internal combustion engine, electric motor and / or generator Operation, a clutch and a transmission in the hybrid powertrain is done only on the basis of values representing the driver type as well as the respective driving situation mark. This is the current Charge state of the electrical energy storage accepted as a given size.

Especially in parallel hybrid vehicles, however, care must be taken to ensure that the state of charge (SOC), for example, an electrical Battery for the electromotive or the combined electromotive and Each combustion engine operation has an optimum. As This optimum of the state of charge is formed depends on the requirements of the powertrain, on the one hand by a rather dynamic driving style and on the other hand by a rather economic Driving style are given. So it is for a more dynamic driving style useful, the battery constantly preferably Completely to have charged with the help of an electromotive support Combustion engine drive (booster) even with comparatively small and low-power combustion engine a clearly noticeable power reserve to be able to use or in the purely electromotive operation the largest possible range to achieve.

On the other hand requires a more economic orientation How to use it, if necessary, to empty the battery far enough to in suitable operating situations of the vehicle this by free of charge Fill recuperation energy to be able to. The latter is available, for example, when the vehicle in a non-driven forward drive, while which is one of the electric machines of the vehicle from the vehicle drive wheels via the Gearbox is driven by a generator.

at a hybrid powertrain with several selectable drive motors is therefore an optimal distribution of energy sources and energy sinks in the vehicle driveline to ensure the also the desire of the driver for a dynamic, an economic one or an intermediate mode of operation of the vehicle makes sense considered.

Of the The present invention is therefore based on the object, a device and a method for controlling and controlling a hybrid powertrain to propose a motor vehicle, in which the power distribution control for the in the powertrain integrated drive units over the Prior art done so is that a requested by the driver drive torque of the vehicle and an optimal state of charge of the electric battery is reached.

The solution to this problem arises for the control device from the features of Main claim and for the control method from the features of claim 16. Advantageous developments and refinements of the invention are to be taken from the respectively associated subclaims.

• – eine Einrichtung zur Ermittlung eines Soll-Antriebsdrehmomentes aus einer den aktuellen Drehmomentwunsch des Fahrers signalisierenden Größe oder aus der Soll-Drehmomentvorgabe einer automatischen Soll-Drehmomentbestimmungseinrichtung,
• – eine Einrichtung zur Ermittlung eines Sportlichkeitskennwertes,
• – eine Einrichtung zur Festlegung eines Soll-Ladezustandes eines elektrischen Energiespeichers des Fahrzeuges in Abhängigkeit von dem ermittelten Soll-Antriebsdrehmoment und dem Sportlichkeitskennwert,
• – eine Einrichtung zur Festlegung der Antriebsleistungsverteilung zwischen den wenigstens beiden Antriebsmotoren in Abhängigkeit von dem festgelegten Soll-Ladezustand derart, dass das angeforderte Soll-Antriebsdrehmoment realisierbar ist und der Soll-Ladezustand des Energiespeichers eingehalten wird, und
• – eine Einrichtung zur Erzeugung und Weiterleitung von Steuerungs- und Regelungssignalen für die wenigstens beiden Antriebsmotoren, die wenigstens eine Kupplung sowie das Getriebe.

The invention relates according to the features of the main claim, a device for controlling and regulating components of a hybrid drive train of a motor vehicle, which has at least two drive motors, at least one clutch and a transmission. The control and regulating device has the following components:

• A device for determining a desired drive torque from a variable that indicates the current torque request of the driver or from the setpoint torque input of an automatic nominal torque determination device,
• A device for determining a sportiness characteristic value,
• A device for establishing a desired state of charge of an electrical energy store of the vehicle as a function of the determined desired drive torque and the sportiness characteristic value,
• A device for determining the drive power distribution between the at least two drive motors as a function of the specified desired state of charge in such a way that the requested desired drive torque can be achieved and the desired state of charge of the energy store is maintained, and
• - A device for generating and forwarding control and regulation signals for the at least two drive motors, the at least one clutch and the transmission.

The Drive machines, for the control and regulating device control and regulating signals are generated as an internal combustion engine and as at least one Electric machine designed. The preferably two electric machines in the drive train are constructed so that an electric motor electric motor or generator with relatively high power and the other electric machine electric motor or generator with relatively low to medium Power operable and thus as a so-called starter generator is trained.

Preferably the electric motor and generator operable first electric machine is with an oil pump drive connected, with which the oil demand or hydraulic pressure demand the individual drive train components, especially at start the internal combustion engine as well as during Phases in driving with relatively low power requirement satisfactory on the train or in the thrust with the internal combustion engine switched off is.

The oil pump is connectable to the internal combustion engine by means of a first clutch, so that their drive in the internal combustion engine operation of Vehicle, the electric machine does not have to run separately. The second Electric machine is driving technology with the input shaft of the transmission connected. about a second clutch is the drive shaft of the internal combustion engine also connectable to the transmission input shaft, so that the transmission input shaft together and at the same time by the internal combustion engine and the second Electric machine is driven.

The Control and regulating device according to the invention is preferably Moreover, designed so that the sportiness characteristic by a Shift position of a sportiness switch or a gear selector lever or by a measured value can be determined, which the accelerator pedal acceleration features. As is known, let yourself determine from the current value of accelerator pedal acceleration whether the driver just steering the vehicle by quiet accelerator pedal movements sooner an economic one Driving or because of a hectic accelerator pedal deflection a rather dynamic driving style preferred.

moreover The control and regulating device also includes a device for determining a desired drive torque, ie the one Driving torque of the vehicle, which the driver currently wishes. This Target drive torque may be, for example, the target output torque at the vehicle wheels or even that which is on the transmission output shaft measurable.

To determine this target drive torque and a desired transmission ratio (target gear) for the transmission said device of the control and regulating device is equipped with electronic read-only memory and the sensor and / or data lines verbun the, via this device information on the following sizes zuleitbar are:
The accelerator pedal deflection, from whose time derivative the accelerator pedal deflection speed and the accelerator pedal acceleration can be determined, the actual gear and the target gear of the transmission, the unused storage capacity of the energy accumulator, which is designed as a battery or high-performance capacitor (supercap), the actual torque, the target torque and the maximum possible torque at the current speed of a drive motor.

Furthermore, the control and regulating device for the parallel hybrid An Drive train preferably a device for determining the actual state of the drive train, with the sensor and / or data lines, the current states of actuators of the at least one clutch, the drive motors and the transmission can be detected.

Besides It is envisaged that a device for determining the drive power distribution of the means for determining a desired drive torque via the Target drive torque and over the sportiness characteristic is informable, as well as of the device for determining the actual state of the drive train over a value the actual state of the drive train can be fed.

In addition, it is part of the control and regulating device that the device for determining the drive power distribution in addition from electronic read-only memories and sensor and / or data lines information on the following variables are zuleitbar:
The minimum and maximum storage capacity of said electrical energy storage, the maximum possible drive torque of the at least one electric machine, the current electrical power of the at least one electric machine, a gear change gear jam (ie whether a gear change process currently takes place in the transmission or not), the current operating state of a device for controlling and regulating a first clutch associated with the starter generator (first electric machine), and the minimum rotational speed of the first electric machine with which the oil pump can cover the current oil requirement or hydraulic pressure requirement in the drive train.

In Development of this device is preferably provided that the device for determining the drive power distribution such that is built up in dependence from at least one of the supplied Sizes following Sizes over data and / or can output control lines: The setpoint speeds and setpoint torques as well as operating modes for the internal combustion engine and the at least one electric machine, a shift prevention command to a shift prevention device, and an operating condition setpoint to a device for control as an oil pump starter generator trained first electric machine and to a device for Control of the second clutch between the internal combustion engine and the second electric machine.

Besides that is in a further embodiment of the invention, the control and regulating device preferably a decision device exists, which the target specifications the device for determining the drive power distribution with the Output variables of Device for controlling the second clutch and the device for controlling the oil pump starter generator and then to a transmission torque adjustment device forwards, if not a change of state in the institution for controlling the second clutch and / or the device for Control of the oil pump starter generator to other setpoint speeds, setpoint torques and other operating modes for the Internal combustion engine and lead the at least one electric machine.

• – Informationen der Einrichtung zur Steuerung des Ölpumpen-Startergenerators.
• – Informationen der Einrichtung zur Steuerung der zweiten Kupplung.
• – Informationen der Einrichtung zur Festlegung der Antriebsleistungsverteilung.

According to another embodiment of this hybrid powertrain control apparatus, it is provided that said decision means is arranged to judge, in its decision making, the data and / or signals of the subsequent devices according to the following order of priority:

• - Information of the device for controlling the oil pump starter generator.
• - Information of the device for controlling the second clutch.
• - Information of the device for determining the drive power distribution.

This means that the operation of the oil pump means the first electric machine in the drive train has priority, provided this oil pump not as usual of the internal combustion engine is driven. If by the oil pump a sufficient amount of oil per Time unit or a sufficient hydraulic pressure, for example by supplying a pressure medium accumulator, is built up the control and regulation requirements by the institution for Control of the second clutch priority, as this in the closed Condition the pure combustion engine operation or the combined Operation (ie electromotive boosting of the drive torque the internal combustion engine), and in the open state the purely electric motor operation enable with the second electric machine. Only when this parent Specifications regarding the desired Operating mode of the powertrain are taken into account, takes place Distribution of drive power according to the specifications of the facility for determining the drive power distribution.

In Further development of the control and regulating device according to the invention It is also judged to be advantageous when the device for transmission torque adjustment is formed such that these starting from the supplied quantities the Speeds and torques as setpoints for the internal combustion engine and for the can deliver at least one electric machine.

In addition, it is in this context see that the device for adjusting the transmission torque to take account of additional torques of the electric machines and to take account of occurring by different drivetrain mass effects in the determination of the setpoint values for the internal combustion engine and the setpoint values for the at least one electric machine is formed.

Besides that is the transmission torque adjustment device is constructed so that these are suitable for receiving and processing control signals of the gearbox control unit is with which during translation change operations of the Gear the drive motors of the drive train in terms of their speed and torque output are controlled.

Finally is the device for adjusting the transmission torque is designed in such a way that that with this during translation change operations of the Gear the speed and the torque output of the drive motors to the mass relations the currently active hybrid powertrain configuration are customizable.

Furthermore The invention also relates to a method for control and regulation of components of a hybrid powertrain of a motor vehicle with at least two drive motors, at least one clutch and a gearbox. According to the invention is in such a drive train provided that the drive torque request the driver so in target drive torques for an internal combustion engine and the at least one electric machine split and one Drive selected is that the state of charge of an electrical energy storage optimally the currently rather dynamic or rather economical driving style of the driver is adjusted.

• a) Feststellen des aktuellen Soll-Antriebsdrehmomentes aus einer den aktuellen Drehmomentwunsch des Fahrers signalisierenden Größe oder aus der Soll-Drehmomentvorgabe einer automatischen Soll-Drehmomentbestimmungseinrichtung,
• b) Ermitteln eines Sportlichkeitskennwertes, welcher angibt, ob der Fahrer eine eher dynamische oder eine eher ökonomische Fahrweise wünscht,
• c) Festlegung eines Soll-Ladezustandes eines elektrischen Energiespeichers des Fahrzeugs in Abhängigkeit von dem ermittelten Soll-Antriebsdrehmoment und von dem Sportlichkeitskennwert,
• d) Festlegung der Antriebsleistungsverteilung zwischen den wenigstens zwei Antriebsmotoren in Abhängigkeit von dem festgelegten Soll-Ladezustand derart, dass das angeforderte Soll-Antriebsdrehmoment realisierbar ist und der gerade bestimmte Soll-Ladezustand des Energiespeichers eingehalten wird,
• e) Erzeugung und Weiterleitung von Steuerungs- und Regelungssignalen für die wenigstens zwei Antriebsmotoren, die wenigstens eine Kupplung sowie das Getriebe.

According to a specific embodiment of the method, the following method steps are provided:

• a) determining the current desired drive torque from a current torque request of the driver signalizing size or from the setpoint torque input of an automatic target torque determination device,
• b) determining a sportiness characteristic value which indicates whether the driver desires a more dynamic or a more economical driving style,
• c) determination of a desired state of charge of an electrical energy store of the vehicle as a function of the determined desired drive torque and of the sportiness characteristic value,
• d) determination of the drive power distribution between the at least two drive motors as a function of the specified desired state of charge in such a way that the requested desired drive torque can be realized and the desired charge state of the energy store is maintained,
• e) Generation and forwarding of control and regulation signals for the at least two drive motors, the at least one clutch and the transmission.

By This mode of operation is achieved that the state of charge of the energy storage the powertrain, so usually an electric battery or electrical capacitors, always to the desired dynamic or economic Driving style of the driver is adjusted.

So the powertrain of the vehicle is at a more dynamic Driving mode essentially operated so that, if necessary, a drive torque support the Internal combustion engine by the electric machine is possible (boosten). Therefore, will as often as possible and necessary take care carried that by a generator operation of the first electric machine and / or by a generator operation of the second electric machine the energy storage is always well filled by the at least an electric machine is operated as a generator. This generator Operation is therefore also during the internal combustion engine drive of the vehicle.

Provided the desire for a more fuel-efficient and low-emission Operating mode of the hybrid vehicle is determined, then the state of charge the energy storage in substantially the middle to lower state of charge held to preferably during the vehicle operation, for example, in overrun phases with shutdown and disengaged from the drive train internal combustion engine Charge energy storage with recuperation energy as far as that afterwards either a purely electric drive of the vehicle is possible, or the internal combustion engine with respect to the total drive torque of the vehicle, for example, at unfavorable operating points with high fuel consumption, can be supported.

According to the presented method, therefore, the value of the desired state of charge of the energy store for a specific target drive torque at a constant sportiness characteristic for all driving situations is a con stant. This means that deviating from the known control and regulating method not the current driving situation determines the state of charge of the vehicle, but that the state of charge for all driving situations is given as a constant whose value depends essentially on what driving torque the driver currently wants and which way of driving this just preferred.

Provided The drive torque request and / or the sportiness characteristic value also changes the value for adjusted the state of charge of the energy storage. This ultimately leads to that the components of the drivetrain are so controlled and regulated be achieved that the specified setpoint for the new state of charge becomes.

In In this context, the further process feature is advantageous held according to the Sportlichkeitskennwert is produced in such limits that with this is such a desired state of charge of the electrical energy storage is adjustable, which is a complete unloading or a full filling of Energy storage in electromotive, internal combustion engine and in combined drive phases only to the extent that permits this energy storage takes no damage.

The Determination of the Sportlichkeitskennwertes carried out according to the procedure by a measurement of the switching position of a sportiness switch or a gear selector lever. But it is also possible this Sportiness parameter from secondary quantities to which For example, the measurement or calculation of accelerator pedal acceleration over a predetermined period and their subsequent evaluation heard.

According to one further embodiment of the control and regulatory process is provided that the target drive torque is determined by the measurement and / or calculation of at least the following quantities: Accelerator pedal deflection, the actual gear and the target gear of the transmission, the currently unused storage capacity of the energy storage, the Actual torque and the target torque of the drive motors, as well as the maximum possible torque at least one of the drive motors at the current engine speed.

With Help of the above sizes becomes preferably also a nominal gear for determines the transmission, which then via a switching prevention device a transmission control unit or a transmission control module is supplied.

Of Furthermore, it is provided that the actual states of actuators of at least an automatically operated Clutch, the at least one drive motor and the transmission be determined. The transmission is preferably an automatic transmission, whose translation change processes with Help preferably adjustable pressure actuators actuators adjustable are.

to Preparation of the adjustment of the operating position of the respective Clutch, the prime movers and the transmission is according to the method a Device for determining the drive power distribution, the target drive torque, the sportiness characteristic and the actual state of the drive train communicated.

In addition, it is provided that the device for determining the drive power distribution from read-only memories, via sensor and / or data lines, information about the following quantities are supplied:
The minimum and maximum storage capacity of the energy storage, the maximum possible driving torque of the at least one electric machine, the current electric power of the at least one electric machine, the transmission gear change jams, the current operating state of a device for controlling and controlling a second clutch between the internal combustion engine and the purely electric motor operable electric machine, as well as that minimum speed of the first electric motor and generator operable electric machine, with which the oil pump can cover the current oil demand or hydraulic pressure demand in the drive train.

According to a further feature of the control and regulation method, provision can be made for the following quantities to be delivered to the said devices via data and / or control lines as a function of at least one of the supplied quantities by the device for determining the drive power distribution:
The forwarding of the setpoint speeds and setpoint torques as well as operating modes for the internal combustion engine and the at least one electric machine to a decision device, a switching prohibition command to the switching prevention device, an operating condition setpoint to a device for controlling the first electric machines designed as an oil pump starter generator and to a Device for controlling the second clutch between the internal combustion engine and the second electric machine.

In addition, it is preferably provided that the decision device tunes the target specifications of the device for determining the drive power distribution with the outputs of the device for controlling the second clutch and the device for controlling the oil pump starter generator and then forwards to a device for transmission torque adjustment, if not current occurred state change in the device for Steue tion of the second clutch and / or the means for controlling the oil pump starter generator to other target speeds, target torques and / or other modes for the Internal combustion engine and lead the at least one electric machine.

• – Vorrang haben die Signale der Einrichtung zur Steuerung des Ölpumpen-Startergenerators.
• – Nachfolgende Entscheidungsprioriät haben die Signale der Einrichtung zur Steuerung der zweiten Kupplung, welche der zweiten Elektromaschine zugeordnet ist.
• – Die letzte Entscheidungspriorität haben die Signale der Einrichtung zur Festlegung der Antriebsleistungsverteilung.

Another feature of the open-loop and closed-loop control method is that the decider works in the following order of priority:

• - Priority is given to the signals of the device controlling the oil pump starter generator.
• Subsequent decision priority has the signals of the second clutch control device associated with the second electric machine.
• - The final decision priority has the signals of the device for determining the drive power distribution.

By this prioritization is achieved in particular that operated primarily the oil pump is, so that, for example, to control the actuators to the Components of the hybrid powertrain quickly and at any time sufficiently high hydraulic pressure is applied and sufficient large amount of oil for disposal stands.

One further part of the control and regulatory procedure, in that following an optional transmission torque adjustment the determined speeds and torques as setpoints for the internal combustion engine and as setpoints for the at least one electric machine to the same or to this associated control devices to get redirected.

at the transmission torque adjustment is taken into account as a function of from the respective drive train mode of operation (purely electric motor, purely engine-powered, engine-powered and regenerative, engine and electric motor) additional torques and Mass effects of each coupled into the drive train components in determining the setpoints for the internal combustion engine and the setpoints for the at least one electric machine are taken into account.

moreover it is envisaged that for transmission torque adjustment control signals of the gearbox control unit be processed, with their help during gear change operations of the transmission the drive motors in terms of their speed and torque output to be controlled. As an example, here is the known speed reduction called the prime mover when in an automatic transmission a Gear upshift performed becomes.

Finally is preferably provided that in the transmission torque adjustment during ratio change operations of the Gear the speed and torque output of the drive motors to the mass relations the currently active hybrid powertrain configuration customizable are.

The The invention will be described below with the aid of a drawing attached to the description explained in more detail. in the Individual points in it

1 a schematically illustrated parallel hybrid powertrain with an internal combustion engine and an electric drive machine,

2 a powertrain like in 1 , but with two electric drive machines,

3 a system model of the powertrain according to 1 .

4 a system model of the powertrain according to 2 , such as

5 a functional structure of a control and regulating device for the drive trains according to 1 and 2 ,

As can be seen from the figures, the control and regulating device as well as the control and regulation method according to the invention can be used to advantage in differently constructed parallel hybrid drive trains for motor vehicles. So shows 1 such a drive train 1 with an internal combustion engine VM, an electric machine EM and an automatic transmission 7 the latter being exemplified as the known per se automatic transmission 6HP26 from the applicant's production program. Its structure therefore need not be discussed in more detail. In addition, instead of a stepped automatic transmission, an automated manual transmission, a dual-clutch transmission or other types of automatic stepped or continuously variable transmissions are used.

A torque generated by the engine VM is transmitted through its crankshaft 3 in this embodiment, to a torsional vibration damper 4 passed, dampens the rotational irregularities generated by the operation of the internal combustion engine VM in a known manner and the drive torque then via the output member 5 forwards. The torsional vibration damper 4 is a aktuatorbetätigbare coupling K2 downstream of the drive, whose output side with the drive shaft of an electric machine EM2 and with the input shaft 6 of the automatic transmission 7 is rotationally connected. Such a parallel hybrid powertrain is known per se and will therefore be in terms of its operation below only briefly described.

In purely internal combustion engine operation drives the crankshaft 3 the internal combustion engine VM with closed clutch K2, the transmission input shaft 6 at. From a control unit 20 be controlled in vehicle operation in the automatic transmission 7 set different gear ratios, whereby different drive torques and drive speeds to the transmission output shaft can be realized.

In purely electromotive operation, the clutch K2 is opened and the electric machine EM2 drives, fed by an electrical energy storage 28 and controlled by a control device 12 , the transmission input shaft 6 with a desired drive torque. Also in this mode, the transmission works 7 as described above.

In a third mode, the engine VM and the electric machine EM2 drive the transmission input shaft 6 when clutch K2 together, so that, for example, a vehicle with a comparatively low-power and low-consumption internal combustion engine VM in certain operating situations with a significantly increased drive torque is operable.

In a fourth operating mode, the internal combustion engine VM is switched off when the vehicle is moving and the clutch K2 is open, so that the electric machine EM2 is disconnected from the drive wheels of the vehicle via the transmission 7 is driven. The electric machine EM2 operates in this mode as a generator, so that the generated electrical energy advantageous in the energy storage 28 is conductive.

2 shows a parallel hybrid powertrain 2 for a motor vehicle of similar construction to that according to 1 , In contrast, a further electric machine EM1 is present, which also cher of the energy storage 28 can be supplied with electrical energy. In this drive train 2 The electric machine EM1 works as a starter generator either as an electric motor or as a generator. The electric machine EM2 can, as with drive train 1 , also work as an electric motor or as a generator. In addition, the electric machine EM1 drives the drive shaft if necessary 9 an oil pump 8th with, among other things, in the drive train 2 required hydraulic pressure for the installed there pressure-actuable actuators can be generated.

To this second drive train 2 also includes another clutch K1, whose input component to the output 5 of the torsional vibration damper 4 is in drive connection. The output of this clutch K1 is in rotary connection with the drive shaft 9 the oil pump 8th and the drive shaft of the electric machine EM1.

In contrast to the operation of the drive train 1 according to 1 can with the powertrain 2 according to 2 the oil pump 8th are driven independently of the operation of the internal combustion engine VM and a drive movement of the vehicle by means of the electric machine EM1. This is particularly advantageous because for a quick start of the vehicle, for example, after a long break in operation not only by the start and operation of the engine VM, the necessary hydraulic pressure for actuating the actuators for the clutches K1 and K2 and for the actuators of the transmission 7 must be built.

In addition, this powertrain allows 2 , in which the electric machine EM1 is preferably designed weaker than the electric machine EM2, the drive of the oil pump 8th even in those operating phases of the vehicle in which the engine VM shuts off and off the drive train 2 is disconnected, and the electric machine EM2 operates as a generator and an electric current in the energy storage 28 fed.

In addition, it is possible to form both electric machines EM1 and EM2 as starter generators, so that with closed clutches K1 and K2 in internal combustion engine drive by means of both electric machines in a fast charging phase of the electrical energy storage 28 can be charged.

Finally, in another operating mode, it is possible for the internal combustion engine VM as well as the two electric motors EM1 and EM2 to generate a common torque when the clutches K1 and K2 are closed, which torque is transmitted to the transmission input shaft 6 acts, and in a last mode makes sense to use the electric machine EM1 with closed clutch K1 and K2 open clutch as a starter motor for the internal combustion engine VM.

The invention relates to the interaction of the control and regulation of the internal combustion engine VM, the electric machines EM1 and EM2, the clutches K1 and K2 and the automatic transmission 7 such that, on the one hand, the drive torque desired by a vehicle driver is effective on the vehicle drive wheels, and that this drive torque is realized by cooperation of the drive motors VM, EM1 and EM2 in such a way that the vehicle is low in emissions, fuel-efficient and in the mode currently desired by the driver ( rather dynamic or rather economical).

To further explain the invention, system models of the drive trains described above will be described below 1 and 2 which illustrates in simplified form the interaction of the powertrain components with these associated control devices.

So shows 3 such a system model for the in 1 illustrated powertrain 1 , Here, too, the main components of the hybrid drive train are shown, to which the internal combustion engine VM with its moment of inertia ΘVM, the clutch K2, the electric motor EM2 with its moment of inertia ΘEM2, the transmission 7 , a differential gear 18 and the vehicle drive wheels, symbolized by their moment of inertia belong Θrad.

As this illustration illustrates, the internal combustion engine VM generates a drive torque M_VM which, when the clutch K2 is closed, is forwarded to the input side of the electric machine EM2 as clutch torque M_K2. If this not only rotates idle, but is effective as an electric motor, the electric machine EM2 generates a drive torque M_EM2, which together with the drive torque M_VM of the internal combustion engine VM, a drive torque M_GE at the transmission input shaft 6 forms. After translation-related conversion in the transmission 7 and in the differential gear 18 is then at the vehicle wheels to the desired drive torque of the vehicle.

As 3 In addition, the internal combustion engine VM is explained by a control device 10 , the clutch K2 from a control device 14 , the electric machine EM2 from a control device 12 and the gearbox 7 from a control device 20 controlled and regulated in their operation. In addition, an actuator-actuatable brake device may be attached to the vehicle wheels 19 be provided, for example in the form of the service brake of the vehicle, which controlled by a control unit 21 is controllable.

In addition, it can be seen that the electric machine EM2, for example via the control unit 12 with the electrical system 15 of the vehicle as well as unavoidable line resistance 16 . 17 with an electrical energy storage 28 from which and in which the electric machine EM2 can conduct an electric current.

As 4 shows, the system model differs for the in 2 illustrated powertrain 2 from the system model explained above 3 especially in that also for the additional clutch K1 and the further electric machine EM1 each have a control device 11 respectively. 13 is provided. Furthermore, it can be seen that the electric machine EM1 has a moment of inertia ΘEM1 which, when the clutch K1 is closed, enters into the overall drive train summatively. It should be noted at this point that, of course, the two clutches K1 and K2, the torsional vibration damper 4 As well as other drive train components as well as the associated drive shafts each have a moment of inertia, which, however, should be included in the already mentioned moments of inertia for reasons of simplification.

Especially the two 3 and 4 make it clear that the control and regulation effort for such hybrid drive trains is comparatively high. This is especially true when it is desired to perform control and regulation of the powertrain components oriented to the driver's driving performance or related automatic torque setting device, such as a cruise control device or a distance control device, which also enables the vehicle to be as fuel-efficient and low-emission as possible. The invention therefore provides a control and regulating device or a method for operating such a device, which is intended to solve the stated objects and to take into account the aforementioned boundary conditions.

So shows 5 the functional structures for a control and regulating method and an apparatus for operating the same according to the invention, in which these functional structures for the drive train according to 1 and 3 are shown in hatched function blocks. The unhatched function blocks are also for the powertrain according to 2 and 4 necessary.

As As already indicated, the invention can be used as a control and regulation method be realized, which operated in several decentralized computers becomes. But it is also possible that the control system according to the invention and regulatory procedures in a single computer through use single memory, input / output ranges, calculation modules and Comparative modules is realized, wherein the computer or the necessary sensor information about the measured values of individual sensors or vehicle components forwarded as well as these commands for operation triggered by actuators become.

According to 5 the control and regulating device according to the invention has a device 22 . 23 for determining a desired driving torque fahr_soll_m desired by the driver or predetermined by another device and a sportiness characteristic value kSport. The functions of this device can also be achieved by a separate device 22 for determining the desired driving torque fahr_soll_m and a device 23 to determine the sportiness characteristic fahr_soll_m be realized.

The device 22 . 23 to determine the desired driving torque fahr_soll_m and the sportiness value kSport a number of constants, sensor information and / or intermediate values from other control devices are supplied, which include, for example, the angle value of a driving pedal deflection, the deflection speed and / or its Auslenkbeschleunigung. The accelerator-related values are summarized here under the term "accelerator pedal." In addition, this device is 22 . 23 the just current gear ratio gear of the transmission and the desired by the driver or by a separate device (transmission control unit) automatically predetermined new gear ratio directed forwarded. The following are supplied: the actual driving torque fahr_ist_m of the vehicle, the target driving torque fahr_ziel_m of the vehicle, the maximum possible driving torque fahr_max_m (w_ist) of the vehicle at the current speed and the electrical power reserve cap_energiereserve the electrical energy storage 28 ,

From the above sizes generated the device 22 . 23 the current desired drive torque value fahr_soll_m and the current sportiness value kSport, the one device 24 be sent to determine the drive power distribution. In addition, this device generates 22 . 23 a value called sollgang for a new transmission gear ratio, which as an intermediate value in a shift prevention device 29 is cached.

In addition, in a facility 26 for determining the actual state using the following information, the actual state of the vehicle or at least of the drive train 1 respectively. 2 determines the current states k1_zu_b and k2_kfl_b of actuators of the at least one clutch K1 or K2, the operating state vm_laeuft_b (runs or stands) of the internal combustion engine VM and the operating state getr_kfl_b of the transmission 7 ,

This device 26 for the actual state determination of the drive train, after the evaluation of the aforementioned information, a quantity pas_z is sent to the device 24 for determining the drive power distribution, which is used there to determine further intermediate variables.

It is also envisaged that the facility 24 for determining the drive power distribution from read-only memories and / or via sensor and / or data lines, information about the following quantities is supplied: the minimum storage capacity cap_min_p and the maximum storage capacity cap_max_p of the energy store 28 , the maximum possible drive torque em2_max_m of the at least one electric machine EM1 or EM2, the current electric power em2_el_p of the at least one electric machine EM1 or EM2, the gearshift gearbox getr_aktiv_b_ (lock), the current operating state k2manager_z the clutch K2 between the internal combustion engine VM and the electric machine EM2, and the minimum speed oel_min_n of the first electric machine EM1, with which the oil pump 8th the oil requirement and the hydraulic pressure demand in the drive train 2 can cover.

The task of the institution 24 for determining the drive power distribution can be divided into two sub-area. In a so-called performance manager, the power distribution with regard to the drive machines integrated in the drive train is determined from the variables mentioned (but in particular by the desired drive torque fahr_soll_m and the sportiness value kSport). In addition, the operating modes of the drive machines are determined with regard to the torque input and the drive speed.

A second function of this device 24 It is to determine which state of the drive system would be the optimal one for the required power. For this purpose, the associated boundary conditions of the different types of drives, such as purely internal combustion engine, purely electric motor, burnen tion and electric motor, purely regenerative or regenerative with operation of the internal combustion engine individually tested on how to realize optimal operating conditions under the given conditions. If the optimum operating mode for the given boundary conditions is given, then this is set as a target state and locked for a new target state change until either the actual state has become equal to the target state, or an intermediate change of the actual state (for example, by Getriebewählhebeleingriffe that the transmission power flow change) takes place.

From the above sizes determines the device 24 Accordingly, to determine the drive power distribution, the following variables, which are delivered via data and / or control lines to the following also mentioned control and regulating devices:
The setpoint speeds "setpoint speeds" and setpoint torques "setpoint torques" as well as the operating modes "setpoint modes" for the internal combustion engine VM and the at least one electric machine EM1 or EM2 a decision maker 31 for prioritizing the operation of at least one of the two electric machines EM1 and EM2 and the internal combustion engine VM, a shift prevention command "shift prevention" to the shift prevention device 29 , and an operating state setpoint pas_soll_z to the device 25 for controlling a designed as an oil pump starter generator electric machine EM1, as well as to the device 30 for controlling the second clutch K2 between the internal combustion engine VM and the second electric machine EM2. This device 30 in order to control the second clutch K2, control specifications K2_soll_z and K2_soll_m are given to a control module 37 for the clutch K2.

Through the switching prevention device 29 in this case, the value for the target gear is calculated as the target gear 5 to a transmission control device 36 forwarded if there is no conflicting inhibit command.

As 5 is further removed, generates the device 25 for controlling the electric machine EM1 designed as an oil pump starter generator, also the value oel_min_n for that minimum rotational speed of this electric machine EM1, with which the oil pump 8th the oil requirement or hydraulic pressure requirement in the drive train 2 can cover. In addition, the control specifications K1_soll_z and K1_soll_m for determining the operating state of the clutch K1 to a control module 32 delivered to actuation of the clutch K1.

This allows the device 25 for controlling the electric machine EM1 designed as an oil pump starter generator, the oil supply in the drive train 2 to perform a swing start of the engine VM while the vehicle is stationary or rolling, to perform the synchronizing and separating of the electric machine EM1 and the engine VM, to monitor the power flow coupling between the engine VM and the electric machine EM1, and the control of the target power of the electric machine EM1 to ensure both in generator and in the electromotive mode.

In the decision-making institution 31 whose tasks can also be distributed to individual decision-making facilities EM1-Prio, EM2-Prio, VM-Prio, then become the target specifications of the facility 24 for determining the drive power distribution and the device 25 for controlling the designed as an oil pump starter generator electric machine EM1 with the output variables of the device 30 tuned to control the second clutch K2.

The in this institution 31 prioritization determines that the target specifications of the institution 24 to prioritize the drive power distribution, if not state changes in the device 30 for controlling the clutch K2 and / or the device 25 for controlling the electric machine EM1 embodied as an oil pump starter for different target speeds "desired speeds", desired torques "desired torques" and other operating modes "desired modes" for the internal combustion engine VM and the at least one electric machine EM1, EM2.

• – Beurteilung der Signale der Einrichtung 25 zur Steuerung des Ölpumpen-Startergenerators EM1.
• – Beurteilung der Signale der Einrichtung 30 zur Steuerung der zweiten Kupplung K2.
• – Beurteilung der Signale der Einrichtung 24 zur Festlegung der Antriebsleistungsverteilung.

The decision maker 31 works preferably according to the following order of priority:

• - Assessment of the signals of the device 25 for controlling the oil pump starter generator EM1.
• - Assessment of the signals of the device 30 for controlling the second clutch K2.
• - Assessment of the signals of the device 24 for determining the drive power distribution.

Then, a forwarding of prioritized powertrain control decisions to a facility occurs 27 for transmission torque adjustment. This control module has the task of the transmission control 20 or their actuators to provide the interface values known from conventional powertrains, such as the engine torque and the engine speed of the respective prime movers. For this purpose, possibly present additional torques of the electric motors EM1 and EM2 as well as the mass effects occurring due to different powertrain states are taken into account accordingly. This results in the transmission control or a conventional transmission control unit per se known input variables with respect to the at the transmission input shaft 6 applied torque and the transmission input speed.

By this approach, the software development effort and application costs for a related hybrid powertrain is advantageously kept low because the stored in the conventional transmission control software regardless of whether a hybrid powertrain according to 1 or 2 is realized, can be left largely unchanged.

It should also be mentioned that the device 27 for the transmission torque adjustment also takes over the task issued by the transmission control during the ratio change processes control commands egs_eingriff_m to the internal combustion engine or in addition to the electric machines EM1 and EM2, for example, for the purpose of drive speed reduction of the transmission input shaft during an upshift, to be adapted such that in the respective modes of operation of the drive trains 1 respectively. 2 occurring different mass effects in the determination of the setpoint values VM specifications for the internal combustion engine VM and the setpoint values EM1 specifications, EM2 specifications for electric machines EM1, EM2 are considered in terms of their speed and torque output.

The device 27 For gearbox torque adaptation, the given default values give EM1 specifications, VM specifications, EM2 specifications and Getr specifications to separate control modules 33 . 34 . 35 and 36 for the control of actuators, which the default values for specific control commands to the internal combustion engine VM, the transmission 7 and the two Elektroma machines EM1, EM2 process. So can in the control module 34 For example, the command for the start and shutdown of the engine VM are generated.

Also such control modules 32 and 37 are available for the two clutches K1 and K2. The default values come from the facility as mentioned earlier 25 for controlling the starter generator (electric machine EM1 with associated clutch K1) or of the device 30 for controlling the second clutch K2. In these control modules 32 . 37 Preferably, the conversion of desired Gleitmomentwerten in physical variables such as Kupplungsstellweg and clutch actuation pressure is made. If additional state changes are to be made to the clutch actuators (eg idle travel override and clutch engagement, for example with ramp control functions), these will be in the clutch control modules 32 and 37 also done automatically.

All control modules 32 to 37 also generate already mentioned state variables which define the actuation state of the actuators presently present and as a whole define the overall drive train state.

The above embodiments illustrate that an inventively designed control and regulating device or a related control and regulation method very cost effective and flexible without much effort in changing different hybrid powertrains 1 . 2 can be used. In this case, the already existing control and regulation software for an internal combustion engine and an automatic transmission can be used without interface problems would be expected.

Of particular advantage in the operation of a control and regulating device according to the invention or a related control and regulation method, however, that deviating from known technical solutions here the currently present desire of the driver with respect to the vehicle drive torque and just desired operation of the vehicle, so rather dynamic or rather economically involved in the control and regulation of powertrain components. In addition, the state of charge of the electrical energy storage 28 of the vehicle as well as its discharge and charge depending on the above mentioned boundary conditions. As a result, for each operating mode, whether more dynamically or rather economically, the optimal state of charge of the energy store is achieved.

1

powertrain with an electric machine

2

powertrain with two electric machines

3

crankshaft

4

torsional vibration dampers

5

output of the torsional vibration damper

6

Transmission input shaft

7

automatic transmission

8th

oil pump

9

drive shaft the oil pump

10

Control unit internal combustion engine

11

Control unit electric machine EM1

12

Control unit electric machine EM2

13

Control unit clutch K1

14

Control unit clutch K2

15

board network of the vehicle

16

line resistance

17

line resistance

18

differential gear

19

braking device

20

Transmission Control Module

21

Brake control unit

22

Facility for determining a desired drive torque

23

Facility to determine a sportiness characteristic value

24

Facility for determining a drive power distribution

25

Facility for controlling the starter generator (EM1)

26

Facility to determine the actual state of the powertrain

configuration

27

Facility for transmission torque adjustment

28

Energy storage, electric battery

29

Switching prevention means

30

Facility for controlling the clutch K2

31

decider

32

Clutch control module K1

33

control module for electric machine EM1

34

control module for internal combustion engine VM

35

control module for electric machine EM2

36

control module for the transmission

37

Clutch control module K2

EM1

electric motor

EM2

electric motor

VM

Internal combustion engine

K1

clutch

K2

clutch

ΘVM

Moment of inertia of Internal combustion engine

ΘEM1

Mass moment of inertia of the electric machine 1

ΘEM2

Mass moment of inertia of the electric machine 2

ΘRad

Moment of inertia of vehicle wheels

kSport

sportiness

fahr_soll_m

Target drive torque

accelerator

accelerator pedal deflection

actual gear

Actual gear

target gang

Target gear

cap_energiereserve

unused storage capacity of the energy store

fahr_ist_m

Actual torque

fahr_ziel_m

Target torque

fahr_max_m [w_ist]

at current speed of a drive motor maximum

potential torque

to transition

target gear of the transmission

pas_z

It's on of the drive train

cap_min_p

minimum storage capacity of the energy store

cap_max_p

maximum storage capacity of the energy store

em2_max_m

maximum potential Drive torque of EM2

em2_el_p

current electric power electric machine EM2

getr_aktiv_b_ [lock]

Transmission gear shift congestion

k2manager_z

current Operating state clutch K2

oel_min_n

minimum Speed of a first electric machine

EM1, with the one oil pump the oil requirement in the on

powertrain can cover

Setpoint speeds

Target speeds the drive machines

setpoint torques

Target torques the drive machines

Sollmodi

modes

shift prevention

Shift prevention command

pas_soll_z

Operating-state target value

EM1-Prio

decider

EM2-Prio

decider

VM Prio

decider

VM_Vorgaben

setpoints for the Internal combustion engine

EM1 specifications

setpoints for the Electric machine EM1

EM2 requirements

setpoints for the Electric machine EM2

Impregnated specifications

setpoints for the automatic transmission

egs_eingriff_m

control signals of the gearbox control unit to the engine

intervention

K1_soll_z

control target for coupling K1

K1_soll_m

control target for coupling K1

K2_soll_z

control target for coupling K2

K2_soll_m

control target for coupling K2

k1_zu_b

State characteristic value the clutch K1

k2_zu_b

State characteristic value the clutch K2

M_VM

drive torque the internal combustion engine

M_K2

drive torque at the clutch K2

M_EM2

drive torque the electric machine EM2

M_GE

drive torque at the transmission input shaft

vm_laeuft_b

operating condition the internal combustion engine

getr_kfl_b

operating condition of the transmission

Claims (33)

Device for controlling and regulating components of a hybrid drive train ( 1 . 2 ) of a motor vehicle with at least two drive motors (VM, EM1, EM2), at least one clutch (K1, K2) and a transmission ( 7 ), - with a facility ( 22 ) for determining a desired drive torque (fahr_soll_m) from a current torque request of the driver signalizing size or from the setpoint torque input of an automatic nominal torque determination device, - with a device ( 23 ) for determining a sportiness characteristic value (kSport), with a device for determining a nominal state of charge of an electrical energy store ( 28 ) of the vehicle in dependence on the determined target drive torque (fahr_soll_m) and the sportiness characteristic (kSport), - with a device ( 24 ) for determining the drive power distribution between the at least two drive motors (VM, EM1, EM2) in dependence on the predetermined desired state of charge such that the requested desired drive torque can be realized and the desired state of charge of the energy storage is maintained, and for the determination of the given Describes drive torque and the most appropriate desired powertrain configuration for the given sportiness parameter, and with a device ( 27 ) for the generation and transmission of control and regulation signals for the at least two drive motors (VM, EM1, EM2), the at least one clutch (K1, K2) and the transmission ( 7 ). Apparatus according to claim 1, characterized in that the drive machines of the drive train as an internal combustion engine (VM) and as at least one electric machine (EM1, EM2) are formed, the latter being operated by an electric motor or generator, and that in the case of two electric machines, an oil pump ( 8th ) is drivingly connected to an electric machine (EM1), which is both an electric motor and a generator operable, and that this electric machine (EM1) via a first clutch (K1) with the internal combustion engine (VM) and the latter via a second clutch (K2) with the Transmission input shaft ( 6 ) is connectable. Device according to claim 1, characterized in that that the Sportlichkeitskennwert (kSport) by a switching position a sportiness switch or transmission selector lever or by a measured value can be determined, which the accelerator pedal acceleration features. Device according to claim 1, characterized in that the device ( 22 ) to determine a desired drive torque from read-only memories and via sensor and / or data lines information on the following variables is feedable: accelerator pedal (accelerator pedal), actual gear (aisle) and target gear (target gear) of the transmission, unused storage capacity of the energy storage ( cap_energieseserve), actual torque (fahr_ist_m), target torque (fahr_ziel_m), at the current speed of a drive motor (VM) maximum possible torque (fahr_max_m [w_ist]). Device according to claim 4, characterized in that the device ( 22 ) for determining a desired drive torque, a desired gear (sollgang) for the transmission ( 7 ) is determinable. Device according to claim 1, characterized in that a device ( 26 ) for determining the actual state of the drive train ( 1 . 2 ) is present, via the sensor and / or data lines, the current states of actuators of the at least one clutch (K1, K2), the drive motors (VM, EM1, EM2) and the transmission ( 7 ) are detectable. Device according to claim at least one of the preceding claims, characterized in that the device ( 24 ) determining the drive power distribution of the device ( 22 . 23 ) for determining a desired drive torque via the desired drive torque (fahr_soll_m) and the Sportlichkeitskennwert (kSport) and the device ( 26 ) for determining the actual state of the drive train ( 1 . 2 ) can be informed about the actual state (pas_z) of the drive train. Device according to claim 7, characterized in that the device ( 24 ) for determining the drive power distribution from read-only memories and via sensor and / or data lines information on the following sizes is fed: The minimum and maximum storage capacity (cap_min_p, cap_max_p) of the energy store ( 28 ), the maximum possible drive torque (em2_max_m) of the at least one electric machine (EM1, EM2), the current electrical power (em2_el_p) of the at least one electric machine (EM1, EM2), the transmission gear change jam (getr_aktiv_b [lock]), the current operating state (k2manager_z) of the institution ( 30 ) for controlling and regulating a second clutch (K2), and the minimum speed (oel_min_n) of the first electric machine (EM1), with which an oil pump ( 8th ) the oil requirement and the hydraulic pressure requirement in the drive train ( 1 . 2 ) can cover. Apparatus according to claim 7 or 8, characterized in that the means for determining the drive power distribution ( 24 ) is designed such that it can deliver the following variables via data and / or control lines as a function of at least one of the supplied variables: set speeds (set speeds) and set torques (set torques) and operating modes (set modes) for the internal combustion engine (VM ) and the at least one electric machine (EM1, EM2), a shift prevention command (shift prevention) to a shift prevention device (FIG. 29 ), and an operating state setpoint (pas_soll_z) to a device ( 25 ) for controlling a first electric machine (EM1) designed as an oil-pump starter generator and to a device ( 30 ) for controlling the second clutch (K2) between the internal combustion engine (VM) and the second electric machine (EM2). Device according to at least one of the preceding claims, characterized in that a decision device ( 31 ; EM1-Prio, EM2-Prio, VM-Prio), which complies with the target specifications of the 24 ) for determining the drive power distribution with the outputs of the device ( 30 ) for controlling the second clutch (K2) and the device ( 25 ) for controlling the oil pump starter generator ( 8th ) and then to a transmission torque adjustment device ( 27 ), if not state changes in the facility ( 30 ) for controlling the second clutch (K2) and / or the device ( 25 ) for controlling the oil pump starter generator ( 8th ) to other target speeds (set speeds), setpoint torques (setpoint moments) and other modes (setpoint modes) for the internal combustion engine (VM) and the at least one electric machine (EM1, EM2) lead. Apparatus according to claim 10, characterized in that the decision device ( 31 ; EM1-Prio, EM2-Prio, VM-Prio) is constructed in such a way that it works according to the following order of prioritization: 25 ) for controlling the oil pump starter generator ( 8th ), - Facility ( 30 ) for controlling the second clutch (K2), - device ( 24 ) for determining the drive power distribution. Device according to one of the preceding claims, characterized in that the device for transmission torque adjustment ( 27 ) is designed in such a way that, starting from the supplied quantities, these determine the determined rotational speeds and torques as nominal values (VM specifications) for the internal combustion engine (VM) and as nominal values (EM1 specifications, EM2 specifications) for the electric machines (EM1, EM2) can generate and forward. Apparatus according to claim 12, characterized in that the means for adjusting the transmission torque ( 27 ) for consideration of additional torques of the electric machines (EM1, EM2) and for consideration of mass effects occurring due to different powertrain states in the determination of the setpoint values (VM_vorranges) for the internal combustion engine (VM) and the target values (EM1 specifications, EM2 specifications) for electric machines ( EM1, EM2) is formed. Apparatus according to claim 12 or 13, characterized in that the device for transmission torque adjustment ( 27 ) for receiving and processing control signals (egs_eingriff_m) of the transmission control unit ( 20 ) is formed, with which during translation change operations of the transmission ( 7 ) the drive motors (VM, EM1, EM2) are controlled in terms of their speed and torque output. Apparatus according to claim 14, characterized in that the device for transmission torque adjustment ( 27 ) is designed such that with this during ratio change operations of the transmission ( 7 ) the speed and torque output of the drive motors (VM, EM1, EM2) are adaptable to the mass ratios of the currently active hybrid powertrain configuration. Method for controlling and regulating components of a hybrid drive train of a motor vehicle having at least two drive motors (VM, EM1, EM2), at least one clutch (K1, K2) and a transmission ( 7 ), characterized in that the drive torque request of the driver is divided into desired drive torques for the one internal combustion engine (VM) and the at least one electric machine (EM1, EM2) and such a drive type is selected such that the state of charge of an electrical energy store ( 28 ) is optimally adapted to the currently rather dynamic or rather economical driving style of the driver. A method according to claim 16, comprising the following method steps: a) determining the current setpoint drive torque (fahr_soll_m) from a current torque request of the driver signalizing size or from the setpoint torque input of an automatic nominal torque determination device, b) determining a sportiness characteristic (kSport), c) determination of a desired state of charge of an energy store ( 28 d) determining the drive power distribution between the at least two drive motors (VM, EM1, EM2) as a function of the specified desired state of charge such that the requested target drive torque (fahr_soll_m) can be realized and the desired state of charge of Energiespei Chers ( 28 ), and determining the target powertrain configuration most suitable for the given target drive torque and for the given sportiness characteristic, and e) generating and passing control signals for the at least two drive motors (VM, EM1, EM2) at least one clutch (K1, K2) and the transmission ( 7 ). Method according to claim 17, characterized in that that the value of the set state of charge at given setpoint drive torque (fahr_soll_m) and constant sportiness characteristic (kSport) for all driving situations Constant is. A method according to claim 18, characterized in that the Sportlichkeitskennwert (kSport) can be generated within such limits that with this a desired state of charge of the energy storage ( 28 ), which is a harmless complete discharge or a complete filling of the energy storage ( 28 ) in electromotive, internal combustion engine and combined drive phases. Method according to claim 18 or 19, characterized that the sportiness characteristic (kSport) from a switching position a sportiness switch or transmission selector lever or by a measured value which characterizes the accelerator pedal acceleration, is determined. A method according to claim 17, characterized in that target drive torque is determined from at least the following variables: accelerator pedal (accelerator pedal), actual gear (aisle) and target gear (target gear) of the transmission ( 7 ), unused storage capacity of the energy store (cap_energiereserve), actual torque (fahr_ist_m), Zielrehmo ment (fahr_ziel_m), at the current speed of a drive motor (VM) maximum possible torque (fahr_max_m [w_ist]). A method according to claim 21, characterized in that with the aid of the variables mentioned in claim 21, a desired gear (sollgang) for the transmission ( 7 ) is determined. Method according to at least one of Claims 17 to 22, characterized in that the actual states of actuators of the at least one clutch (K1, K2), of the at least one drive motor (VM, EM1, EM2) and of the transmission ( 7 ). Method according to at least one of the preceding method claims, characterized in that a device ( 24 ) to determine the drive power distribution the target drive torque (fahr_soll_m), the sportiness characteristic (kSport) and the actual state (pas_Z) of the drive train are communicated. Method according to at least one of the preceding method claims, characterized in that the device ( 24 ) for determining the drive power distribution from read-only memories and via sensor and / or data lines information about the following quantities: The minimum and maximum storage capacity (cap_min_p, cap_max_p) of the energy storage ( 28 ), the maximum possible drive torque (em2_max_m) of the at least one electric machine (EM1, EM2), the current electric power (em2_el_p) of the at least one electric machine (EM1, EM2), the transmission gear change jam (getr_aktiv_b [lock]), the current operating state (k2manager_z) of a facility ( 30 ) for controlling and regulating a second clutch (K2) between the Brennkraftmaschi ne (VM) and an electric machine (EM2), as well as that minimum speed (oel_min_n) of a first electric machine (EM1), with an oil pump ( 8th ) the oil requirement and hydraulic pressure demand in the drive train ( 2 ) can cover. Method according to at least one of the preceding method claims, characterized in that the device ( 24 ) for determining the drive power distribution as a function of at least one of the supplied variables, the following variables via data and / or control lines to said devices: Target speeds (target speeds) and target torques (desired torques) and operating modes (target modes) for the internal combustion engine ( VM) and the at least one electric machine (EM1, EM2) to a decision device ( 31 ; EM1-Prio, EM2-Prio, VM-Prio), a switching inhibition command (switching prevention) to a shift prevention device ( 29 ), an operating state desired value (pas_soll_z) to a device ( 25 ) for controlling a first electric machine (EM1) designed as an oil pump starter generator, and to a device ( 30 ) for controlling the second clutch (K2) between the internal combustion engine (VM) and the second electric machine (EM2). Method according to claim 26, characterized in that the decision device ( 31 ; EM1-Prio, EM2-Prio, VM-Prio) the target specifications of the facility ( 24 ) for determining the drive power distribution with the outputs of the device ( 30 ) for controlling the second clutch (K2) and the device ( 25 ) to control the oil pump starter generator (EM1) and to a transmission torque adjustment device ( 27 ) then, if not state change in the facility ( 30 ) for controlling the second clutch (K2) and / or in the device ( 25 ) for controlling the oil pump starter generator (EM1) to other target speeds (target speeds), target torques (target torques) and other modes (target modes) for the internal combustion engine (VM) and at least one electric machine (EM1, EM2) lead. Method according to claim 27, characterized in that the decision device ( 31 ; EM1-Prio, EM2-Prio, VM-Prio) works according to the following order of priority: - the signals of the device have priority ( 25 ) for control of the oil pump starter generator (EM1), - subsequent decision priority have the signals of the device ( 30 ) for controlling the second clutch (K2), - the final decision priority has the signals of the device ( 24 ) for determining the drive power distribution. Method according to one of the preceding method claims, characterized in that, following the transmission torque adaptation, the determined rotational speeds and the torques as setpoint values (VM specifications) for the internal combustion engine (VM) and as setpoint values (EM1 specifications, EM2 specifications) for the at least an electric machine (EM1, EM2) from the device ( 27 ) are output for adjusting the transmission torque. Method according to claim 29, characterized that in the transmission torque adjustment additional torques of the prime movers (VM, EM1, EM2) and occurring due to different powertrain conditions Mass effects in the determination of the setpoints (VM_vorstellungen) for the internal combustion engine (VM) and the setpoints (EM1 defaults, EM2 specifications) for the at least one electric machine (EM1, EM2) are taken into account. A method according to claim 29 or 30, characterized in that for the transmission torque adjustment control signals (egs_eingriff_m) of the transmission control unit ( 20 ) are used during their translation gear changing operations ( 7 ) the drive motors (VM, EM1, EM2) are controlled in terms of their speed and torque output. A method according to claim 30 or 31, characterized in that in the transmission torque adjustment during transmission ratio changes of the transmission ( 7 ) the speed and torque output of the drive motors (VM, EM1, EM2) are adaptable to the mass ratios of the currently active hybrid powertrain configuration. Method according to one of the preceding method claims, characterized in that the device ( 27 ) for the transmission torque adaptation, the default values (EM1 specifications, VM specifications, EM2 specifications, Getr specifications) to separate control modules ( 33 . 34 . 35 . 36 ), the actuators on the drive motors (VM, EM1, EM2) and the automatic transmission ( 7 ) with concrete positioning commands.