WO2007107458A2 - Dispositif d'entraînement muni d'un groupe supplémentaire à entraînement mécanique, procédé d'utilisation du dispositif d'entraînement et moyen pour mettre en œuvre le procédé - Google Patents

Dispositif d'entraînement muni d'un groupe supplémentaire à entraînement mécanique, procédé d'utilisation du dispositif d'entraînement et moyen pour mettre en œuvre le procédé Download PDF

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Publication number
WO2007107458A2
WO2007107458A2 PCT/EP2007/052199 EP2007052199W WO2007107458A2 WO 2007107458 A2 WO2007107458 A2 WO 2007107458A2 EP 2007052199 W EP2007052199 W EP 2007052199W WO 2007107458 A2 WO2007107458 A2 WO 2007107458A2
Authority
WO
WIPO (PCT)
Prior art keywords
electric motor
internal combustion
combustion engine
clutch
drive
Prior art date
Application number
PCT/EP2007/052199
Other languages
German (de)
English (en)
Other versions
WO2007107458A3 (fr
Inventor
Mathias Deiml
Original Assignee
Continental Automotive Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Automotive Gmbh filed Critical Continental Automotive Gmbh
Publication of WO2007107458A2 publication Critical patent/WO2007107458A2/fr
Publication of WO2007107458A3 publication Critical patent/WO2007107458A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1886—Controlling power supply to auxiliary devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/003—Starting of engines by means of electric motors said electric motor being also used as a drive for auxiliaries, e.g. for driving transmission pumps or fuel pumps during engine stop
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a Antriebsvor ⁇ direction with a mechanically driven auxiliary unit, method for operating the drive device and means for performing the method.
  • auxiliary devices which are required for carrying out auxiliary tasks.
  • auxiliary devices often have mechanically driven auxiliary units, which in the context of the present inventions are understood to mean devices which mechanically drive, for example, energy or power between forms of energy and / or preferably underpressure or overpressure, for example for the auxiliary device deliver.
  • auxiliary equipment for the power train to be used for operating the same may be mentioned.
  • auxiliary devices are lubrication systems.
  • the corresponding brideaggrega ⁇ te are then, for example, oil pumps, especially Ge ⁇ gear oil pumps.
  • auxiliary devices form safety devices of vehicles, for example the brake systems.
  • auxiliary equipment can be found in the field of comfort functions.
  • Motor vehicle users are increasingly demanding comfort in use. Many motor vehicles are therefore equipped with equipped facilities that are at least indirectly driven by the drive of the motor vehicle or supplied with energy ⁇ gie.
  • An important example of a comfort ⁇ device is an air conditioner for air conditioning, for example, the vehicle interior.
  • Known air conditioning systems have an air compressor as an additional unit that compresses coolant, and a connected to the Klimakom ⁇ pressor via coolant lines evaporator evaporating the coolant with cooling.
  • Another comfort device is the power steering, which has as a supplementary unit via a pump that pressurizes a fluid that is used to enhance the effect of steering movements of a driver on the wheels.
  • At least two different drive sources can be operated jointly or in each case alone for driving the motor vehicle. Since in such hybrid drives, the internal combustion engine does not need to be constantly in operation, the problem arises, as 1925aggrega ⁇ te, in particular for the reliable operation of the drive ⁇ strand, comfort functions or safety functions that are operated permanently ⁇ ben during operation of the motor vehicle should be able to be powered in different modes.
  • One possible solution is to provide, in addition to the drive electric motor, further electric motors which, at least when the internal combustion engine is not working, serve to drive the various additional devices.
  • EP 1 362 726 A2 describes an air conditioning system for a motor vehicle in which an air conditioning compressor is connected via a first clutch to an internal combustion engine of the motor vehicle, which drives it during operation.
  • the air conditioning compressor is connected via a second clutch with an electric motor which serves to drive the air conditioning compressor when the internal combustion engine is not working.
  • the first clutch ge ⁇ is closed and the second clutch is opened so that torque is transmitted only by the internal combustion engine to the air compressor.
  • the first clutch is open and the second is closed.
  • the air conditioning compressor is then driven only by the electric motor.
  • the present invention is therefore an object of the invention to provide a drive device, in particular for a full hybrid drive, and a method for operating the drive device, the or the simple structure of the drive device, a drive of a mechanically driven auxiliary unit for an auxiliary device, in particular a Auxiliary device for the drive train, a safety or comfort device of a motor vehicle, so ⁇ well during operation of an internal combustion engine of the on ⁇ driving device and at standstill of Brennkraftma- machine and to provide means for operating the Antriebsvorrich ⁇ tion.
  • a drive device in particular for a hybrid drive, with a Brennkraftma ⁇ machine, an electric motor, a clutch for selectively connecting the internal combustion engine with the electric motor for transmitting torque, and a permanently connected to the electric motor for transmitting torque or optionally via an additional unit clutch connectable to ⁇ rate unit.
  • the drive device thus has at least the internal combustion engine as a torque source.
  • the internal combustion engine may be an internal combustion engine of any type or an internal combustion engine.
  • the internal combustion engine may be an Otto, Wankel or diesel engines.
  • turbocharged or supercharged engines can also be used.
  • internal combustion engines can be used with intake manifold injection or direct injection.
  • a control unit which can be understood in the context of the present invention as an operating device for the internal combustion engine, be provided which can control the internal combustion engine in a conventional manner.
  • the drive device further has the electric motor, which preferably does not serve as a drive electric motor in a full hybrid drive, at least during trouble-free operation.
  • the electric motor may in particular via a entspre ⁇ sponding operation means with voltage or power supplied and / or controlled.
  • a control takes place in dependence on corresponding, in particular electrical control signals for the electric motor, which are also referred to below as the electric motor signals.
  • a pump for a power steering or an oil pump in particular for a transmission oil pressure, this is connected to the electric motor, more specifically its driven or ro- animal input or output shaft.
  • the connection can be made with a ratio of 1: 1 and / or via a gearbox.
  • the mechanical connection between the electric motor and auxiliary unit for transmitting torques of the electric motor to the additional unit be permanent and rotationally fixed, so that rotation of the arrival or Ab ⁇ drive shaft of the auxiliary electric motor is always transmitted to theificatag ⁇ gregat.
  • This has the advantage that a kompak ⁇ ter structure can be achieved and the efficiency of the torque ⁇ transmission can be very high.
  • the electric motor and the auxiliary unit are each ⁇ but connected by means of the auxiliary unit clutch, it preferably is a switchable coupling or clutch switching ⁇ at.
  • the supply can set aggregate so decoupled from the electric motor, or be coupled to the ⁇ sem.
  • the electric ⁇ motor can also be used for at least one other task than the drive of the auxiliary unit, wherein a decoupling of the auxiliary unit for the other task, a larger proportion of the electric motor ⁇ ble torque or the power generated by the electric motor can be provided.
  • the auxiliary unit clutch is preferably electrically operable, for which purpose a corresponding operating device, for example a corresponding electrical circuit and / or an actuator for betae ⁇ account the auxiliary unit clutch may be provided which causes to corresponding auxiliary unit clutch signals to open or close the auxiliary unit clutch.
  • a corresponding operating device for example a corresponding electrical circuit and / or an actuator for betae ⁇ account the auxiliary unit clutch may be provided which causes to corresponding auxiliary unit clutch signals to open or close the auxiliary unit clutch.
  • the electric motor and the internal combustion engine are connected sen transmission of torque by the clutch to alterna ⁇ , it is in a switchable coupling. This can optionally be opened or closed, so that in the first case, the electric motor alone can be used to drive the auxiliary unit and in the second case Wegs ⁇ least partially or alone the internal combustion engine, wherein torques are transmitted from the engine to the electric motor, in particular its rotating shaft, and from this to the auxiliary unit.
  • the coupling is preferential ⁇ , electrically operable, for which purpose a corresponding Be ⁇ drive device, for example a corresponding electrical ⁇ specific circuit, and / or an actuator for actuating the clutch, may be provided, which signals to corresponding coupling ⁇ an opening or closing the Coupling causes.
  • This drive device has the advantage that theificatag ⁇ gregat even when stationary, ie not working, internal combustion engine can be operated by the electric motor without the electric motor needs to rotate the engine. Moreover, the internal combustion engine to the ⁇ set aggregate alone without mechanical connections Be ⁇ drive driving the electric motor. As a result, in general, lower transmission losses can occur than with a drive via an electric motor, which is supplied by the current of a generator driven by the internal combustion engine.
  • the drive device has, inter alia, the further advantage that only a single electric motor needs to be gregat provided for generating torque for the internal combustion engine and for theificatag ⁇ .
  • the electric motor can basically be designed arbitrarily. In particular, it can be designed so that the 1925aggre ⁇ gat can be operated solely with the electric motor. However, it is preferred that the electric motor is designed so that such a mechanical power can deliver that at a current, exceeding a predetermined minimum temperature temperature of the internal combustion engine and / or if a determined friction torque of the internal combustion engine is less than a predetermined Maximalreibumblemoment that burn can be started by means of the electric motor motor.
  • the predetermined minimum temperature, the power of the E lektromotors and a gear ratio of a given ⁇ if any transmission between the internal combustion engine and the electric motor are selected as a function of one another.
  • the electric motor must be able to start the internal combustion engine if its temperature exceeds the minimum temperature.
  • the temperature of the internal combustion engine can be given for example by the oil temperature or the cooling water temperature of the internal combustion engine.
  • the minimum temperature will be chosen so that it does not exceed the operating Tempe ⁇ temperature of the internal combustion engine during stationary operation.
  • the minimum temperature to we ⁇ is iquess 1O 0 C, particularly preferably at least 2O 0 C less than the normal operating temperature of the internal combustion engine in steady state operation.
  • Frictional loss torque in this context refers to the moment which occurs at a deviation of the actual acceleration from the acceleration expected from the introduced torque, wherein known torque losses, eg from further mechanically connected aggregates, can be calculated out beforehand.
  • the Maximalreibumblemoment is preferably selected so that the drive torque of the E- lektromotors and the torque capacity of a belt of a belt drive for acceleration to a minimum speed or for a given speed increase or acceleration curve are not exceeded.
  • An electric motor designed in this way then has a dual function and offers the advantage of being able to start the internal combustion engine when the minimum temperature is exceeded.
  • This is particularly at full hybrid drives advantageous if in the operation of a sole drive means of a driving electric motor of the hybrid drive, in which the internal combustion engine, ar not ⁇ beitet, to an operation with the internal combustion engine alone or switched in combination with the drive electric motor and the internal combustion engine must be started. Without the use of the electric motor a noticeable torque could frequently during an on ⁇ loss by the drive motor occur ment waste, affecting driving performance.
  • To a rapid and energy-saving starting of the internal combustion machine to allow ⁇ is as internal combustion engine control device preferably ⁇ a start-stop-capable internal combustion engine with corresponding control unit used.
  • the fuel level in the cylinders of the corresponding internal combustion engine can be determined and, to start in those cylinders, fuel can first be injected and then ignited, in which the piston is in the working position.
  • start-stop-capable internal combustion engines are described, for example, in DE 31 17 144 A1.
  • the electric motor is designed for operation with low voltage and / or a mechanical output which is not sufficient to start the internal combustion engine in a cold state reliabil ⁇ sig.
  • a voltage preferably DC voltage, less than 60 V, preferably of a maximum of 36 V, ver ⁇ stood.
  • a cold state of the internal combustion engine is present when their current temperature falls below the minimum temperature.
  • Such additional electric motor may be comparatively small, light and compact, so that a compact construction with ei ⁇ ner simple and therefore cost-effective control can be achieved by dispensing with the cold-start capability.
  • Additional electric motor is preferably in the range dressings ⁇ ner than 7 kW.
  • the coupling can in principle be connected directly to the electric motor and / or the internal combustion engine only via corresponding shafts or via any desired transmission.
  • Vorzugswei ⁇ se the coupling is by means of a Switzerlandstoff- or friction gear with the electric motor and / or the Brennkraftma- connected.
  • a traction means for example, belts, in particular flat, wedge or toothed belts, or chains come into consideration.
  • This embodiment has the advantage that the electric motor advertising disposed beside the internal combustion engine the can, wherein the shaft of the electric motor and the power take-off ⁇ shaft of the internal combustion engine, preferably at least near ⁇ approximately may be parallel, and thus the Platzbe ⁇ may be reduced.
  • the clutch is connected by means of a toothed gear to the electric motor and / or the internal combustion engine in the drive device.
  • This embodiment has the advantage that no slippage occurs as in belt or friction gear and thus a high efficiency is achieved.
  • larger torques can be transmitted with the toothed gear.
  • the maintenance is less than with a belt drive.
  • known engine blocks of internal combustion engines for non-hybrid drives used in an advantageous manner ⁇ who, for example, when the coupling is coupled via the toothed gear with the shaft of the internal combustion engine through which the torque of the starter is otherwise initiated. The same is possible if the toothed gear is not arranged between the clutch and the said shaft of the internal combustion engine, son ⁇ countries between the electric motor and the clutch.
  • the first solution has the advantage that the Zahngetrie ⁇ be also on the side of said shaft of Brennkraftma ⁇ machine can be arranged, which is used as a drive shaft for the drive train of a vehicle.
  • the electric motor needs only for driving the auxiliary unit, preferably also for starting the combustion engine. engine to be suitable at a temperature exceeding the minimum temperature of the internal combustion engine. Be ⁇ preferred, however, the electric motor is designed as a starter-generator.
  • a starter generator is generally understood to be an electric machine or a combination of electric machines which can be operated both as drive or motor and as generator.
  • the electric motor may be electrically connected to an operating device, by means of which it can optionally, in particular to corresponding Elektromotorsigna ⁇ le, as a drive or generator can be operated. This has the advantage that the additional electric motor can also be used to generate energy when the internal combustion engine is working. In particular, when using an electric motor, directly or at the DC side input of a
  • Inverter is to bind ver ⁇ to the electrical system of the motor vehicle, so a charge of a battery of the electrical system or a supply of electrical system with electrical energy can be done easily.
  • the drive device in particular a drive device with the auxiliary unit clutch, preferred that it has a device by means of which the electric motor connected to the auxiliary unit is connected to an electrical system of the motor vehicle for charging a vehicle power supply battery.
  • This device may in particular be an operating device for the electric motor, which also serves for operation as a starter or as a drive for the additional unit and may include an inverter depending on the type of motor.
  • the electric motor depending on the state of the clutch and the accessory assembly as a starter for the internal combustion engine and as a charging device for the onboard ⁇ network, ie as a starter generator, or as a drive for the Additional unit to be operated. It is also possible that the electric motor is used simultaneously as a starter for the Brennkraftma ⁇ machine and to drive the auxiliary unit.
  • the having formed as a starter generator ⁇ te is connected to the auxiliary unit connected to the electric motor with a preferably separate from the board power supply, energy storage generated for rapid storage and release of stored e- lectrical energy. Under a separation from the on-board network is understood that the energy storage for the
  • the energy storage device comprises a so-called double-layer capacitor ("double-layer capacitor", also referred to as "ultra-cap”) which can often be charged and discharged very quickly without being damaged.
  • the electric motor or an operating device for this via an electrically controllable Umschaltein- unit is connected to the energy storage, that the switching ⁇ unit to appropriate switching signals the electric motor or the operating device either with connects the energy storage or an output to a vehicle electrical system, and that the electric motor is designed so that it can supply the electrical system without an additional voltage converter, in particular a DC-DC converter when operating as a generator in the corresponding position of the electrical switching unit.
  • This has the advantage that, on the one hand, during operation of the electrical motor as a driving much lower currents occur ande ⁇ hand, but also a board power supply without Ver ⁇ losses by a voltage conversion is possible.
  • the drive device can in principle be designed as such without a further torque source for the drive of the motor vehicle.
  • the invention is also a hybrid drive, in particular a full hybrid drive, having an inventive driving device, comprising at least one additional source of torque, in particular a drive ⁇ electric motor.
  • the internal combustion engine ei ⁇ ne output shaft comprises, and the drive device further comprises: a drive electric motor, by means of which only a predetermined power for moving the motor vehicle from the stand can be generated; a drive coupling, by means of which the output shaft is optionally ver ⁇ bindable with the drive electric motor; and a gear coupled to the drive electric motor.
  • a drive device can at least
  • Inso ⁇ fern is the subject of the present invention, a powertrain for a motor vehicle with an inventive ⁇ Shen drive device.
  • the drive device thus also has the drive electric motor, which can also be referred to as the main electric motor, by means of which only a predetermined power can be generated.
  • the power is chosen so that it, if necessary after implementation of the torque output by the transmission, for moving the motor vehicle from the state ⁇ ranges.
  • the drive electric motor may preferably have a power of more than 15 kW. Furthermore, it can preferably be an electric motor which is operated with high voltage, in the context of the present invention, a voltage greater than 60 V is understood.
  • the drive electric motor more precisely its rotating shaft, is connected to the transmission, more precisely its input shaft, mechanically ⁇ nisch for transmitting torque, so that after the transmission depending on the choice of the translation, a corresponding torque can be available.
  • the output shaft of the internal combustion engine for example a crankshaft, is coupled to the drive electric motor, more precisely its rotating shaft, via the drive clutch, by means of which the output shaft can be selectively connected to the drive electric motor for the transmission of torques.
  • the drive clutch for actuation of the drive clutch, in particular, also, for example, electric or hydraulic loading ⁇ can tional or actuating device may be provided by means of which by supplying suitable, preferably electric
  • the rotating shaft that is, the output shaft of the drive electric motor is connected at one end to the drive clutch and at the other end to the transmission, so that there is a linear Anord ⁇ tion.
  • the torques of the engine and the drive electric motor can sum, so that insofar a parallel hybrid drive can be realized in which, depending on the state of the drive clutch, the internal combustion engine, the drive electric motor or both provide the necessary torque.
  • the drive motor is further adapted depending on the used internal combustion engine so as to stand for starting the internal combustion engine even in cold supply, ie at a temperature of the internal combustion engine un ⁇ terrenz the minimum temperature or the Maximalreibver- loss torque-increasing Reibumblemoment of the internal combustion ⁇ machine suitable is what the drive clutch must be engaged.
  • the driving device comprises the drive-electric motor preferably in the form of a starter generator.
  • the drive electric motor is preferably a starter-generator, wherein the drive device may comprise at least one operating device for this, for example, an additional circuit by means of which the drive electric motor can be used either as a drive or as a generator.
  • the drive device may comprise at least one operating device for this, for example, an additional circuit by means of which the drive electric motor can be used either as a drive or as a generator.
  • This embodiment has the advantage that such a compact and simple construction of the drive device can be achieved.
  • at least one mechanical part of the clutch is integrated in the rotor of the starter-generator.
  • the drive electric motor can be coupled in any way with the transmission, more precisely its input shaft.
  • a coupling via a switchable clutch makes sense.
  • the drive electric motor is coupled to the transmission clutchless.
  • Particularly preferred is all ⁇ if a rigid coupling is provided. Since the Antriebselekt- romotor suitable for starting and is connected via the coupling with the internal combustion engine, a switchable Kupp ⁇ lung is not necessary before the transmission.
  • This embodiment has the advantage that a particularly simple, lightweight construction can be achieved.
  • a transmission can be used basically any gear with discrete gear ratios or continuously variable ratio.
  • a transmission example ⁇ as manual transmission, automated manual transmissions, double clutch transmission may or automatic transmissions are used.
  • the transmission is a converterless gear, special to ⁇ a converterless automatic transmission.
  • the gearbox especially when it comes to an automatic transmission, none, in particular has no hydrodynamic converter.
  • the transmission may comprise a planetary gear. This advantageously allows a simple and compact construction of the transmission, in particular automatic transmission.
  • any switchable clutch can be used as a drive coupling between the engine and the drive electric motor, by means of which the Ab ⁇ drive shaft selectively in dependence on electrical connections can be connected to this drive coupling control signals from the drive electric motor separately or together.
  • the drive coupling is a disconnect clutch.
  • a clutch is in this case a clutch understood that is suitable to permanently connect two waves with approximately the same speed to each other or decouple from each other, but not permanently or very often waves with very different speeds. Such a coupling at very different speeds occurs, for example, in known drive trains for motor vehicles with manual transmission when starting.
  • disconnecting clutches are understood to be switchable clutches which, owing to their mechanical design or the control, can occupy essentially only two states, the fully engaged or disengaged.
  • This embodiment has the advantage that disconnect couplings are made more compact, so that the separating clutch takes up less space. In particular, they are also better suited for integration in a starter generator.
  • the drive device comprises a voltage converter connected to an energy storage device for supplying the drive electric motor, the voltage supplied by the energy store to the voltage of a implements prescribed vehicle electrical system of the motor vehicle.
  • This embodiment allows advantageously to supply the electrical system with voltage even when the internal combustion engine.
  • the object is further achieved by a method for operating a drive device according to the invention, in which, when the auxiliary unit is to be operated, it is checked whether the internal combustion engine is in an operating state which is provided according to at least one predetermined criterion for a drive by the internal combustion engine, and in which, when this is satisfied, an operating device for the clutch and an operating device for the electric motor are controlled so that the clutch is closed and the electric motor is not operated as an exclusive drive, and, if this is not fulfilled, the Radioeinrich ⁇ tion for the clutch and the operating device for the electric motor are driven so that the clutch is open and the electric motor is operated as a drive.
  • a Steuerein ⁇ device for controlling the drive device of the invention is adapted ⁇ execute procedural the invention reindeer, and particularly when the additional unit is to be operated to check whether the internal combustion engine in an operating state, which is provided according to at least one pre ⁇ given criterion for driving the auxiliary unit by the internal combustion engine, and, if this is satisfied, an operating device for the clutch and an operating device for the electric motor so that the clutch is closed and the electric motor not as operated exclusively, and, if this is not satisfied, to control the operating device for the clutch and the operating device for the electric motor so that the clutch is open and the electric motor is operated as a drive.
  • the operating device for the electric motor is in this case as already described, understood to be a device for controlling the operation of the electric motor and in particular an electrical ⁇ specific circuit which reflect on control signals, the change of state the desired operating state or a desired operating states of the electric motor, set a voltage ⁇ or power supply of the electric motor so that the desired operating state or the desired Radio- state change is set at least approximately.
  • the operating device can also include, for example, an inverter which converts direct current from an energy store into alternating or three-phase current for the electric motor.
  • the operating device for the clutch is the clutch operating device previously mentioned in the description of the structure of the driving device.
  • the method therefore, at least once, preferably repeatedly, checks whether the operating state of the internal combustion ⁇ machine is provided according to the predetermined criterion for the drive of the auxiliary unit by the internal combustion engine.
  • the predetermined criterion for the drive of the auxiliary unit by the internal combustion engine.
  • the examination of the given criterion in principle only one suitable condition needs to be tested, but it is also possible to check as a criterion whether at least two conditions are fulfilled alternatively or cumulatively.
  • signals of the internal combustion engine or of sensors of the internal combustion engine for example a speed sensor, or in a control unit or an operating device for the control of the
  • Internal combustion engine present data on the actual state of the internal combustion engine or the current target state or a current target change can be used.
  • the criterion is chosen such that, as a necessary condition, it at least implicitly ensures that a drive through the
  • the criterion can be a threshold value criterion. terium for the speed or the output power of the internal combustion engine.
  • the control of the operating equipment for the clutch and the electric motor may for example consist in that at least after each test to these signals on the ge ⁇ wished state are output, or that only signals are issued to them, which reflect a change in the desired state. However, such signals do not necessarily have to be given after each test.
  • the method allows in an advantageous manner, can be that set aggregate to ⁇ continuously driven, wherein the internal combustion engine or the Elektromo ⁇ gate serves as a drive in dependence on the operating state of the internal combustion engine.
  • the drive can solely by the internal combustion engine by the engine supports carried by the Elektromo ⁇ tor or solely by the electric motor.
  • a further operation of the additional unit can thus be ensured even when the internal combustion engine is switched off.
  • the drive device has the Sakaggregatkupp ⁇ ment, it will be controlled so that it is closed when the auxiliary unit is to be operated.
  • control device can in principle be of any desired design, for example as an analog or fixed digital circuit.
  • control device has a memory in which computer program instructions are ge ⁇ stores, and at least one with the memory verbun ⁇ which processor the instruction of the computer program executes the method according to the invention when executed.
  • the data processing means generally at least one processor or a plurality of cooperating Prozes ⁇ , can be given in particular by the said control means with at least one processor.
  • the control means with at least one processor.
  • Another object of the invention is a storage medium with a computer program stored thereon.
  • a storage medium in particular non-volatile memory such as flash memory, EEPROM, and magnetic, optical or magneto-optical media ⁇ can be considered.
  • a programmable control device has the advantage that, on the one hand, adjustments of the method used can be made easily, so that at least some of the standard processors can be used for the control device.
  • the controller can also serve to perform other control tasks with sufficient computing power of the processor, which can facilitate the overall design of a drive.
  • the control unit for the internal combustion engine to be at least partially integrated.
  • the examination of the operating state of the internal combustion engine need only be carried out when the auxiliary unit is to be operated.
  • the operating state of gaga can, depending on its type, for example in the case of a pump for a power steering, to be fixed, because it must always be operated during operation of the drive device.
  • auxiliary unit example ⁇
  • in a climate compressor needs this not to be permanently powered during operation of a motor vehicle in Be ⁇ . In the method, therefore, the test and the subsequent steps are carried out only in dependence on a desired operating state of the additional unit.
  • the control device is preferably designed so and the computer program contains instructions such that the control device or the processor upon execution of the instructions, the examination and the subsequent steps of executing only a function of a desired operating condition to ⁇ set aggregate.
  • the desired operating state of the auxiliary unit can thereby be determined in particular depending on an additional aggregate signal intercepts the control means emp ⁇ . The test and the subsequent steps only take place if the additional unit is also to be switched on.
  • a signal for starting the internal combustion engine at a temperature exceeding the minimum temperature of the internal combustion engine and / or if a determined friction torque of the internal combustion engine smaller is defined as a given before ⁇ Maximalreib Pattersonmoment, at least one lung couplings signal to engage the clutch to the operating device for the clutch, and at least one Elektromotorsig ⁇ nal for starting the electric motor for starting the internal combustion engine to the operating device for the electric motor is delivered.
  • the control means is preferably to further configured and the computer program contains thereto preferably those instructions that the control device or the processor upon execution of the instructions to a signal for starting the internal combustion engine upon the Min ⁇ least temperature border temperature of the internal combustion engine and / or, if a determined friction loss torque of the internal combustion engine is less than a predetermined maximum friction torque, at least one clutch signal for closing the clutch to the operating device for the clutch and at least one electric motor signal for starting the electric motor for starting the internal combustion engine to the loading ⁇ device for emits the electric motor.
  • the section of the drive train after the internal combustion engine is open or decoupled from the internal combustion engine, so that when
  • a corresponding start signal is also delivered to an operating device or a control device for the internal combustion engine.
  • the internal combustion engine temperature corresponding data can be used to advertising from a control apparatus for the internal combustion engine and / or signals from temperature sensors of the engine.
  • a corresponding value for the minimum temperature may preferably be stored in the control device in a nonvolatile memory.
  • Has the drive means coupling the already mentioned additives is preferably controlled in the method in front of the output of the electric motor signal operating means for the clutch to set aggregate ⁇ so that the auxiliary unit ⁇ clutch remains open or is.
  • the control device is for this purpose preferably further developed and the computer program contains instructions such that the control device or the processor, when the instructions are executed, activates an operating device for the auxiliary device clutch before the electric motor signal is output, so that the additional components gc clutch remains open or will. In this way it is possible to make the electric motor smaller, since it is decoupled when starting the internal combustion engine from the auxiliary unit.
  • This embodiment is suitable in particular for additional units which do not need to be operated permanently.
  • the criterion being tested may include at least one or more conditions.
  • the test checks whether the speed of the internal combustion engine exceeds a predetermined Min ⁇ least speed, and only if this is the case, the operating device is actuated for the clutch so that the clutch remains closed or is .
  • the control device is for this purpose preferably so constructed and the computer-terprogramm containing such instructions, that the control device or the processor upon execution of the instructions examined at the examination of the operating state, whether the speed of the internal combustion engine below a predetermined minimum speed via ⁇ , and only if This is the case, the operating device for the clutch controls so that the clutch remains closed or is.
  • control device is for this purpose preferably further adapted and Com ⁇ computer program containing such instructions, that the control device or the processor upon execution of the instructions examined at the examination of the operating state, whether the rotational ⁇ number falls below the internal combustion engine a predetermined maximum speed, and that the control device or the pro cessor ⁇ upon execution of the instructions only if this is the case, ert the operation means for the coupling that can be triggered so that the coupling is closed or is.
  • the electric motor does not necessarily need only drive ge ⁇ uses to be.
  • the operating state of the internal combustion engine ge ⁇ checked and depending on the operating state, the Be ⁇ of the electric motor drive device driven such that the operating means as operates the electric motor of the internal combustion engine-driven generator.
  • the control device is for this purpose preferably further adapted and Com ⁇ computer program containing such instructions, that the control device or the processor upon execution of the instructions checks the operation state of the internal combustion engine and thus controls the operation means of the electric motor in response to the operation state that the Operating device operates the electric motor as operated by the internal combustion engine generator.
  • the electric motor can perform a total of three functions, namely the drive of the additional gregats, the starting of the internal combustion engine, when the Tem ⁇ temperature exceeds the minimum temperature, and the charging of a vehicle electrical system or an energy storage device for supplying the electric motor with energy when it operates as a drive or starter.
  • An operation as a generator is particularly considered when the internal combustion engine is operated at a sufficiently large, for example, a predetermined minimum speed exceeding, speed or a load below a predetermined maximum load.
  • Temperatursig ⁇ dimensional representing a temperature of the internal combustion engine is detected, and with a stationary internal combustion engine-working An ⁇ powered electric motor, a detected temperature which exceeds the predetermined minimum temperature, and upon fulfillment of at least one further predetermined operating condition, control signals for formed the operating device for the electric motor and delivered to this, so that the electric ⁇ engine starts the engine.
  • the control device preferably has at least one output for outputting drive electric motor signals to an operating device for operating the drive electric motor, for outputting drive clutch control signals for disengaging or engaging the drive
  • the operating devices can only be driver circuits or control devices and / or actuating or actuating devices in the case of the transmission or the drive coupling.
  • the operating device for the drive electric motor inverter for converting DC voltages of the electric motor feeding energy storage in AC voltages for the engine include, as far as it works with AC voltage.
  • the control unit for the internal combustion engine is to see extent as operating equipment for the internal combustion engine ⁇ .
  • control device only one output needs to be provided, over which all signals are output. This is particularly the case when a serial bus, wherein ⁇ play, a CAN bus is used for communication. However, it is also possible to use a separate output for each signal.
  • the control device furthermore has an input for the temperature signals which reproduce the temperature of the internal combustion engine.
  • the temperature can be determined, for example, by the oil temperature or the
  • the internal combustion engine may have a corresponding temperature sensor whose signals, optionally after processing in z. B. the control unit of the internal combustion engine, are delivered to the control device.
  • the physical arrangement of the temperature sensor signal processing may also be on other devices.
  • the overall control of the hybrid drive with the drive train, the control device, the operating devices and the control device can be physically assigned to the control device, at least one of the operating devices or the control device, wholly or in part, and / or integrated into it.
  • the overall control is in the sense hierarchically constructed such that the operating means themselves De ⁇ run tails of the control and to obtain the necessary commands and signals from the control means, in particular by the vehicle operator actuated controls, for example, an accelerator pedal and / or a brake pedal, can be connected.
  • the vehicle operator actuated controls for example, an accelerator pedal and / or a brake pedal
  • the start of the internal combustion engine by the electric motor takes place only when a plurality of conditions, inter alia, for the operating state of the drive train. These conditions can be tested in any order, as far as an ent ⁇ speaking test are not anticipated already by the past, particularly successful, changes made the operating state.
  • a start takes place only if the internal combustion engine is detected and the temperature-temperature exceeds the minimum temperature of the internal combustion engine or the Reibumblemoment of the internal combustion engine, the determined ⁇ Maximalreibfraumoment below. Must have been there must be due to independent engine and working drive ⁇ electric motor, the drive clutch disengaged, in particular previously disengaged, the state does not need the drive coupling necessarily checked again to be.
  • the further predetermined Be ⁇ must be operating condition is fulfilled, which can be tested and with this decides whether the internal combustion engine is to be started. For example, can be checked as a further Trobedin ⁇ tion, whether the speed of the Antriebselektromo ⁇ sector is so high that the engine can be operated smoothly at all at the speed.
  • the method, the control device and the computer program allow a simple operation of the drive device or the drive train in a hybrid drive.
  • the advantage is achieved that, as already stated above for the drive train, a starting of the internal combustion engine can be achieved without a significant or significant speed or torque drop at the drive electric motor.
  • FIG. 1 is a schematic partial view of a VoIl hybrid drive with a drive train bil ⁇ forming drive device and a control device according to a first preferred embodiment of the invention
  • FIG. 2 is a schematic partial representation of a hybrid drive with a drive train forming a drive device and a control device according to a second preferred embodiment of the invention
  • Fig. 3 is a schematic partial view of a VoIl hybrid drive with a drive train forming drive device and a control device according to a third preferred embodiment of the invention.
  • a full hybrid drive for a motor vehicle 31 shown partially in FIG. 1 comprises a drive train forming drive device and a control device 1 according to a first preferred embodiment of the invention as well as an electrical system for powering the drive train and the control device 1 with energy.
  • the drive device comprises an internal combustion engine 2 and a main or drive electric motor 3 in the form of a starter generator, as drive sources, which are connected via a drive motor
  • Disconnect clutch formed drive clutch 4 are connected, as well as with the drive electric motor 3 clutchless, i. without the use of a clutch engageable or disengageable, connected transmission 5 for changing the speed and torque on the output shaft 29 and the wheel output not shown in detail.
  • a likewise designed as a starter-generator electric motor 6, hereinafter also referred to as additional electric motor is provided, which is connected via a coupling 32, hereinafter referred to as additional electric motor coupling, with the internal combustion engine 2.
  • the state of the auxiliary electric motor coupling 32 is changeable by supplying electric auxiliary electric motor coupling signals to an operating device 33 for the auxiliary electric motor coupling 32.
  • the additional electric motor 6 is a mechanically driven auxiliary unit 34 of an auxiliary device, in the example, an air compressor of a not shown in more detail air conditioning, connected to the transmission of torque.
  • the internal combustion engine 2 in the example a combustion engine, in particular a 4-cylinder Otto engine whose operation controls a control unit 7 as a function of control signals of the control device 1, has the known devices of an internal combustion engine which are not all shown in FIG shown and receives fuel from a likewise not shown tank. She gives her torque serving as an output shaft 8 with a crankshaft ge thereto ⁇ suspended flywheel 9 to the constricting along the output line fol ⁇ from facilities.
  • a temperature sensor 10 detects the Temperature of the cooling water of the internal combustion engine 2 as Tem ⁇ temperature of the internal combustion engine and transmit corresponding temperature reproducing temperature signals to the control ⁇ device 7, through which the temperature signals can be discharged again optionally after further processing.
  • the internal combustion engine 2 together with the control unit 7 bil ⁇ a start-stop-capable engine, in the example an engine with a startup optimization by one of the position of the piston in the cylinders of the internal combustion engine dependent
  • the separating clutch 4 has a mechanical part 11, which is designed as a friction clutch, and an operating device 12 shown separately in FIG. 1 for the sake of clarity, which receives control signals referred to hereinafter as drive clutch control signals from the control device 1 and in response to the received signals Drive clutch control signals, the separating clutch 4 can put either in an engaged state or a disengaged state.
  • a part of the mechanical part of the separating clutch 4 is connected to the output shaft 8 for transmitting torque, and another part is connected to a rotating shaft of the driving electric motor 3. Since the drive clutch is a disconnect clutch, this can essentially occupy only the said two states in which the parts or friction surfaces of the drive clutch are either pressed against each other or separated from each other with full force.
  • the mechanical part 11 of the on ⁇ drive clutch 4 is designed so that one side or disc is directly connected to the output shaft 8, and the other Side or disc is integrated in a rotor of the drive motor 3.
  • the disconnect clutch 4 enables a purely electrical operation of the vehicle 31 solely with the drive electric motor 3 and without the internal combustion engine 2.
  • the drive clutch 4 can be made very simple and small, since during normal operation, as described below, there are no synchronization tasks need to perform, but the speeds of the shafts of the internal combustion engine 2 and drive electric motor 3 for a comfortable, wear-minimized and / or component-adapted engagement via ande ⁇ re, hereinafter described means are angegli ⁇ Chen. Only in the emergency run, which is also described above, can speed differences be compensated here.
  • the drive electric motor 3 is, as already described, designed as a starter generator with integrated separating clutch part. It has a power and a torque which, in any case, when selecting a suitable gear ratio of the transmission 5 allows starting and at least driving at low speed solely with the drive electric motor 3.
  • the drive electric motor 3 is preferably designed as a high-voltage motor, ie with supply voltages greater than 60 V. For example, it can have a power of more than 30 kW, in the example a power of 75 kW.
  • the drive electric motor 3 is controlled by an operating device 13, which works in turn depending on Antriebselekt ⁇ romotorsignalen the control device. 1 In this example, this operating device 13 has an inverter for converting DC voltage into a three-phase AC voltage used by the drive electric motor 3.
  • the transmission 5 is connected to its input shaft directly without intermediate circuit of a switchable clutch with the rotating shaft or output shaft of the drive motor 3 verbun ⁇ the.
  • the transmission 5 is designed as a converterless automatic transmission, so has no, for example, hydrodynamic see, torque converter, and has a planetary gear 14, which can be switched via not shown clutches and brakes in the interior of the transmission 5.
  • entfal ⁇ len the torque converter slip losses otherwise own, its weight and the costs associated with the converter dynamic disadvantages in response.
  • the clutches and brakes in the interior of the transmission 5 are preferably designed so that in emergency mode in case of failure of the drive motor 3 via the clutches and brakes of the planetary gear 14, a replacement starting possibility with the internal combustion engine 2 is given.
  • the gear changes are made by a Gerete istseinrich- device 15 of the transmission 5, which performs the gear change on Geretesig ⁇ signals of the control device 1 out.
  • the auxiliary electric motor 6 is likewise designed as a starter generator and connected with its rotating shaft via the auxiliary electric motor coupling 32 and a belt drive 16 connected to the auxiliary electric motor coupling 32 for transmitting torque to the end of the output shaft 8 not connected to the separating clutch 4.
  • the additional electric ⁇ motor 6 serves three purposes: to start the internal combustion engine, when the temperature exceeds a predetermined minimum temperature, and depending on the mode for synchronizing the speed of the internal combustion engine 2 with that of the drive electric motor 3, as a generator for in Fig. 1 only in the form of a vehicle electrical system battery 17, in the example a 12V battery, partially shown vehicle electrical system 30 of the vehicle 31, and depending on the operating state of the internal combustion engine 2 for driving the Zu ⁇ rate aggregate 34.
  • the auxiliary electric motor 6 is therefore designed as a relatively small electric motor, the has a power which is significantly smaller than that of the drive electric motor ⁇ 3, but sufficient to drive the auxiliary unit 34 gege ⁇ , if necessary, alone and in this embodiment play also the internal combustion engine 2 at a suitable operating ⁇ state to start. Preferably, it is between 1 kW and 10 kW.
  • the power supply is an inverter for supplying the auxiliary electric motor 6 with operating voltage preferably RESIZE ⁇ SSER than 12 V, but less than about 50 V in the example to 20V is selected.
  • the auxiliary electric motor 6 is controlled via an operating device 19 as a function of additional electric motor signals which it receives from the control device 1 connected to it via a signal connection.
  • Analogous to the operating device 13 also has the operating device 19 via the aforementioned inverter for the implementation of the DC voltage of 20 V example used in the auxiliary electric motor 6 three-phase AC voltage.
  • the additional electric motor clutch 32 is a clutch which is designed so that it optionally allows a slight slip during engagement and disengagement.
  • the operating device 33 for this clutch has an actuator controlled by an electrical circuit of the operating device 33, by means of which the auxiliary electric motor coupling 32 can be opened and closed.
  • the operating device 33 is connected to the control device 1 via a signal connection, via which the control device can send additional electric motor coupling signals to the operating device 33 in order to control the state of the auxiliary electric motor coupling 32 by means of this.
  • the electrical system comprises a total of three energy storage on three different voltage levels.
  • the first level the lowest voltage level, in the example 12V, is the on-board level.
  • the electrical system battery 17 is provided which serves to supply power to the electrical system 30 and the connected thereto, mostly not shown in the figures electrical devices.
  • the second voltage plane ⁇ is provided, which in the example has a voltage of 20 V in the example.
  • an auxiliary energy storage 18 and a switching unit 20 are provided.
  • the order ⁇ switching unit 20 is fixedly connected to the operating device 19, more precisely ge ⁇ the inverter, the operation device 19, the latch 18 and a corresponding output connected to the electrical system of the 30th
  • the electrical switching unit 20 is controllable via corresponding switching signals from the Steuereinrich ⁇ device 1, so that the operating device 19 of the auxiliary electric motor 6 in dependence on the switching signals either with the additional energy storage 18 or the electrical system 30 is connectable.
  • the auxiliary electric motor 6 can be supplied with operating voltage.
  • the operating voltage of, for example, 20 V is increased in comparison to the vehicle electrical system voltage, significantly lower starting currents and ohmic losses occur with the same electrical output.
  • the auxiliary electric motor 6 is designed so that it, if it does not serve as an on ⁇ drive, with appropriate position of the electrical switching unit 20 and the on-board network 30 on the first voltage level can take over the generator function without additional DC-DC converter. Further, the additional energy storage 18 may optionally be recharged by theificatelekt ⁇ romotor 6.
  • This additional energy storage 18 is in the present example by a capacitive memory, a double-layer capacitor (Double Layer Capacitor, also called Ultracap) reali ⁇ Siert.
  • This has advantages for the short-time operation occurring in the drive over other types of storage.
  • the supply of the additional electric motor 6 from the capacitive energy storage 18 gives the further advantage, for example, at high additional loads in the general electrical system 30 that the starter operation via the additional energy storage 18 remains energetically secured, as long as the energy required for the control device tion 1 and the operating equipment 12, 13, 15 and 19 and the control unit 7 in the electrical system 30 is still available.
  • a voltage dip in the electrical system 30 can be prevented when starting the internal combustion engine 2 with the additional electric motor 6.
  • auxiliary electric motor 6 By using the second voltage level, a sufficiently large starting torque can be ensured at moderate currents. As a result, a more favorable electrical and / or mechanical design of the auxiliary electric motor 6 is possible; for example, can a smaller volume and lower resistive Verlus ⁇ te be achieved when operating as a starter.
  • the drive electric motor 3 operates at a third voltage level at high voltage, ie voltages above 60 V.
  • a third voltage level at high voltage, ie voltages above 60 V.
  • LIPO HV system lithium-polymer battery high-voltage system
  • the first and the third voltage level are connected via a DC-DC converter 22 from the high voltage to the vehicle electrical system voltage.
  • By decoupling the third voltage level from the first voltage level via the DC voltage converter 22 large fluctuations in the vehicle electrical system voltage can be avoided, which could be due to direct coupling by the strong trailing current-dependent voltage in the third level. In addition, converter losses can be avoided.
  • a processor 23 and a with the processor 23 has associated memory 24 with a non-volatile part.
  • a computer program is stored, which contains instructions, in the execution of which the processor 23 or the control device 1 execute the operating method described below for operating the drive device. It has a not shown in Fig. 1 input for driving and brake pedal signals of a driving or braking pedal of the vehicle 31, egg ⁇ nen also not shown in Fig.
  • control unit for the auxiliary device ie the Air conditioning system
  • control for the control, in particular the switching on and off of the auxiliary device or the auxiliary unit 32, and optionally inputs for further signals, a Tempe ⁇ ratursignaleingang 25 and outputs 26, via the signals generated for the operating devices 12, 13, 15th , 19 and 33, the switching unit 20 and the control unit 7 are discharged.
  • the control device 1 performs its control tasks in response to accelerator pedal signals from the accelerator pedal of the vehicle 31, temperature signals of the temperature sensor 10, Steuersigna ⁇ sources for the auxiliary unit 32 and optionally of Signa ⁇ len of the operating equipment, the control unit, other sensors of the vehicle 31 and the brake pedal.
  • control device 1 In the hierarchical structure used here, the control device 1 generates the signals not directly for the motors, etc., but for the operating devices, such as the devices 12, 13, 15, 19 and 33 and the control device 7, which in turn perform a lower-level control ,
  • the cold start takes place solely with the drive electric motor 3, for which purpose beforehand the neutral position is set in the transmission 5 and the disconnect clutch 4, insofar as it is not already closed, is engaged. Thereafter, the drive electric motor 3 or its rotating shaft is set in motion, wherein the control unit 7 controls the internal combustion engine 2 to start accordingly.
  • control device 1 first checks whether the internal combustion engine is actually in a cold operating state. For this purpose, she checks whether a first start after prolonged operational rest should follow. If this is the case, a cold start is detected. Otherwise, the control device 1 detects temperature signals via the temperature signal input 10 and checks whether the current detected temperature exceeds a predetermined minimum temperature. This minimum temperature is selected as a function of the temperature-dependent drag torque of the internal combustion engine 2, the power of the auxiliary electric motor 6 and the ratio of the belt drive 16.
  • auxiliary electric motor 6 and the belt transmission 16 is selected so that the minimum temperature to 2O 0 C and thus by more than 2O 0 C less than the Radiotem ⁇ temperature in stationary operation of the internal combustion engine 2, in the example 9O 0 C, may be selected.
  • the minimum temperature also 1O 0 C or 2O 0 C underneath be selected in the operating temperature during stationary operation.
  • the sensed temperature falls below the minimum tempering temperature ⁇ a condition is detected for a cold start.
  • the control device 1 Upon detection of a cold start, the control device 1 further checks whether the transmission 5 is in an idling or neutral position ⁇ . If this is not the case, it generates a transmission signal we ⁇ tendonss and outputs it to the transmission ⁇ facility from 15, which then shifts the transmission 5 in an idle or neutral position.
  • the control device 1 checks whether the drive clutch 4 is engaged. If this is not the case, first drive clutch control signals are formed and delivered to the drive clutch 4, to which the drive clutch 4 engages and thus connects the on ⁇ drive electric motor 4 and the output shaft 8 of the internal combustion ⁇ machine 2 for transmitting torque.
  • the driving electric motor 3 for starting is set in motion and accelerated to a target rotational speed.
  • the drive electric motor 3 rotates the output shaft 8, the control device 1 outputting start signals or a start enable to the control unit 7.
  • the internal combustion engine 2 is started.
  • the control device 1 detects control signals of the auxiliary device, here so the air conditioning, which reflect whether the auxiliary unit should be switched ⁇ or not.
  • the hybrid drive for example, after a long drive operating conditions may occur in which the internal combustion engine 2, although a temperature close to the normal operating temperature ⁇ en , but is turned off. Then functions as a drive source, only the drive electric motor 3. It can then, depending on the torque requested by the driver such as a sudden torque request represented by corresponding accelerator pedal signals can be necessary, both the on ⁇ powered electric motor 3 as well as to operate the internal combustion engine 2 to the so-called boost operation to provide a higher torque.
  • the control device 1 checks first, if the internal combustion engine 2 is actually and the Antriebselektromo ⁇ tor 3 is in operation.
  • the control device 1 also detects in this case by the temperature sensor 10 output temperature signals representing the temperature of the internal combustion engine 2. It checks whether the detected temperature exceeds the predetermined minimum temperature. If the minimum temperature is exceeded and therefore recognized that the internal combustion engine is in operating mode, the control device 1 checks for safety's sake, but optionally, whether the separating clutch 4 is open. This test is actually not necessary because when the internal combustion engine 2 and running Antechnischelektroektro ⁇ motor 3, the separating clutch must actually be open.
  • another operating condition is checked, for example, whether the speed of the Antriebselekt- romotors 3 exceeds a predetermined minimum speed for a troublefree ⁇ -free operation of the internal combustion engine. 2
  • the conditions may be checked as further operating conditions as to whether engagement is predicted on the basis of the sensor signals and the operating states in the nearer past or whether a drop in the state of charge of one of the energy stores is to be expected.
  • the corresponding criteria can be heuristic in particular.
  • the controller 1 generates STEU ⁇ ersignale for the operating means 19 for the auxiliary electric motor 6 and for the control unit 7 of the internal combustion engine 2 and outputs it to the operating device 19 for the auxiliary electric motor 6 or the control device 7, so that the Additional electric motor 6, the internal combustion engine 2 starts.
  • Starting the internal combustion engine 2 is not coupled to the drive electric ⁇ motor 3 via the clutch 4, occurs at from ⁇ gear of the drive train at first no torque change, in particular no loss of torque on.
  • the control device 1 determines, after starting the internal combustion engine 2, a current rotational speed of the drive electric motor 3, for which purpose, for example, it corresponds use still stored data, interrogate corresponding data from the operating device 13, or can detect signals of a speed sensor to the drive electric motor 3.
  • the auxiliary electric motor 6 is driven so that the rotational speeds of the engine 2 and the Antriebselektro ⁇ motor 3 aligned with each other become.
  • it forms drive clutch control signals for the drive clutch 4 and delivers them to the drive clutch 4, more precisely its operating device 12, to which the drive clutch 4 engages.
  • control device 1 constantly checks, at least during operation of the internal combustion engine 2, whether it should be switched off because of too low rotational speed and / or too low a load requirement.
  • the control device 1 can in particular check whether the current rotational speed of the internal combustion engine 2 is less than a predefined limit value, below which trouble-free operation of the internal combustion engine is no longer to be expected. This limit may have been for example determined empirically ⁇ worth. If the speed is less than the limit value, the control device 1 generates at least one drive clutch control signal for the drive clutch 4, more precisely its operating device 12, and outputs this to the drive clutch 4 or the drive device 12 from so that the drive clutch 4 disengages.
  • the control device for checking the load request check whether the current torque of the drive motor 3 is smaller than a predetermined torque limit for this.
  • This torque limit value can be determined empirically, for example, and can be smaller than the maximum torque of the drive electric motor 3 in particular. Is the torque smaller than that
  • control device 1 generates as described ⁇ at least one drive clutch control signal for the drive clutch 4, more precisely their operating device 12, and outputs this to the drive clutch 4 and the operating device 12, so that the drive clutch 4 disengages.
  • the drive now takes place solely with the drive electric motor 3, while depending on the state of the energy storage 17 and 18 and the temperature, the internal combustion engine 2 for charging by means of the auxiliary electric motor 6 regardless of the drive electric ⁇ motor 3 continues to operate or switched off.
  • the control device 1 checks whether the energy stores 17 and 18 are sufficiently charged and the current temperature is above the minimum temperature. If both conditions are met, in the present example the internal combustion engine 2 is switched off, otherwise it continues to operate.
  • the control device 1, the switching unit 20 and the operating device 19 for the auxiliary electric motor 6 by forming and output of appropriate signals so drive that the auxiliary electric motor 6 driven by the internal combustion engine 2 generator is switched or operated and the additional energy storage 18 and the electrical system battery 17 when operating the Brennkraftmaschi ⁇ ne 2 loads when the auxiliary electric motor 6 not to start the internal combustion engine 2 and / or to synchronize the Speeds of internal combustion engine 2 and drive electric motor 3 is driven.
  • the controller 1 checks the controller 1 during operation continuously the state of charge of the energy storage 21 then whether it should be loaded. For this purpose, for example, the voltage of the energy store 21 can be detected and compared with an ent ⁇ speaking limit value, which reproduces the allowable minimum voltage of the energy storage device 21.
  • the operating state of the drive train is then ge ⁇ checks whether the charging of the energy storage is possible. For this purpose, for example, can be checked whether the internal combustion engine 2 at a speed above the PRE-for their operation works ⁇ surrounded limit value, a gear change, that is, a switching back, no longer possible or reasonable and Trennkupp ⁇ system is closed. 4 If this is the case, the control device 1 forms a drive electric motor signal and outputs it to the operating device 13, to which the operating device 13 drives the drive electric motor 3 as a generator for charging the energy store 21.
  • control device 1 may in the case of failure of the drive motor 3 and / or the Radio ⁇ device 13 execute for this an emergency program, which permits the motor vehicle 31 nor of the internal combustion ⁇ machine 2 to move alone, although present in the drive train no starting clutch is.
  • the controller 1 constantly checks whether a functional onscontent the driving electric motor 3 and / or of Be ⁇ drive device 13 is present. For this purpose, it can record and evaluate, for example, corresponding diagnostic signals from the operating device 13. When a malfunction is detected is and the internal combustion engine 2 is, it further checks whether the drive clutch 4 is open. If this is not the case, the drive clutch 4 is opened by supplying corresponding signals to the drive clutch 4. Then the control device 1 forms corresponding signals for the Be ⁇ drive device 19 for the auxiliary electric motor 6 and the control unit 7 for the internal combustion engine 2 and outputs them to the operating device 19 and the control unit 7 from.
  • the internal combustion engine 2 is then started by means of the Rajelekt- romotors 6 without a query of the temperature of Brennkraftma ⁇ machine 2, which is possible because the drive clutch 4 is open.
  • the control device 1 checks the state of the transmission 5 and sets in dependence ⁇ speed of the result of the test by issuing appropriate transmission signals to the transmission 5 and its Radioein ⁇ direction 15 a suitable for emergency operation gear. Thereafter, the control device 1 controls by outputting corresponding signals, the drive clutch 4 and the operating device 15, the transmission 5 so that the torque of the engine 2 as gently as possible on the separation ⁇ clutch 4 and the transmission 5 by appropriate actuation of the clutches and brakes is transmitted to the output 29 of the transmission 5.
  • the control device 1 constantly checks at predetermined time intervals on the basis of additional-unit control signals of a controller
  • Auxiliary device here the air conditioner, or of corresponding stored data in the memory of the control device 1, which operating state for the auxiliary unit 34 ge ⁇ wishes is, that is, whether the auxiliary unit 32 to be turned on or off.
  • auxiliary unit 34 If the auxiliary unit 34 is not operated, the steps described above are performed. It checks the Control device or the processor 23 therein in addition to the already described tests, whether the auxiliary electric motor 6 is to be operated as a starter or generator. If this is the case, the control device 1 or its processor 23 controls the operating device 33 for the additional electric motor coupling so that the auxiliary electric motor coupling 32 is engaged or closed and so torques between the engine 2 and the auxiliary electric motor 6 can be transmitted.
  • the control device 1 or the processor 23 controls therein the additional electric motor coupling 32 in such a way that it is open. There is then no torque transmission between additional electric motor 6 and internal combustion engine 2.
  • control unit 1 or the processor 23 detects that the auxiliary unit 32 is to be operated by receiving an additional unit signal or by a corresponding entry in its memory, the condition of the drive unit is controlled in the following manner:
  • the control device 1 or the processor 23 therein checks whether the internal combustion engine 2 is in an operating state which is provided by the internal combustion engine 2 according to at least one predetermined criterion for a drive of the auxiliary unit 34.
  • the criterion to be fulfilled comprises two cumulative conditions that gene is a speed interval festle ⁇ , in which the speed of the internal combustion engine is to be 1, so that the auxiliary unit 34 to be driven by this.
  • the controller 1 checks in the examination of the operating state as a first condition, whether the rotational speed of the internal combustion machine 1 exceeds a predetermined minimum speed.
  • the control device 1 checks when checking the operating state as a second condition, whether the speed of the internal combustion ⁇ machine falls below a predetermined maximum speed.
  • the minimum speed in this example is at idle speed, i. in the range between 600 and 800 revolutions / minute.
  • the maximum speed in this example is at the operating point with maximum power, for example at about 4500 revolutions / minute. In other examples, it may be at the overspeed limit speed, for example, in the range of 6,000 to 8,000 revolutions / minute.
  • the control device 1 or the processor 23 controls therein the operating device 33 for the auxiliary electric motor coupling 32 so that the auxiliary electric motor coupling 32 remains closed when it is already closed, or is closed if it was opened before.
  • the criterion includes only the first condition, so that only these need to be tested.
  • the control device 1 and the processor 23 controls the operating device 33 for the additional electric motor clutch 32 and the operating device 19 for the auxiliary electric motor 6 so on that the additional electric motor coupling 32 is opened and the auxiliary electric motor 6 is operated as a drive for the auxiliary unit 34.
  • the Ansteu ⁇ tion can be done by emitting signals that the desired new state or the desired change of State state. If no change takes place, depending on the type of equipment, no signal needs to be given during this phase.
  • auxiliary unit 34 when it is to be operated, are operated independently of the operating state of the internal combustion engine 1 ⁇ .
  • Another preferred embodiment differs from the previously described embodiment in that the second voltage plane is missing.
  • the auxiliary electric motor 6 is then connected via its inverter to the general electrical system 30.
  • control device is integrated in one of the operating devices or the control unit.
  • Yet another embodiment is different from the first embodiment in that a belt transmission is used, in which the belt tension of the STEU ⁇ er worn 1 signals emitted can be controlled.
  • a belt transmission is used, in which the belt tension of the STEU ⁇ er worn 1 signals emitted can be controlled.
  • FIG. 2 exporting preferred ⁇ approximate shape differs from the first described embodiment in that instead of the belt transmission, a gear transmission 28 is utilized.
  • a gear transmission 28 is utilized instead of a SERS for the internal combustion engine, which is designed by its construction also for a drive train with sole conventional combustion engine, now the additional electric ⁇ motor 6 is mounted, wherein the connection between the Anlas- ser and the internal combustion engine 2 via a starter pinion replaced by the gear train 28 is. All other compo ⁇ nents are unchanged so that these are the same Be used ⁇ reference numbers and are the explanations of the first embodiment here accordingly.
  • the pinion gear 28 between the internal combustion engine 2 and the auxiliary electric motor 6 allows a slip-free transmission of the torque between the internal combustion engine 2 and the electric motor to set ⁇ 6 and thus increases the efficiency of the drive train.
  • no belt tensioner needs to be used.
  • starting is possible even at lower temperatures of the internal combustion engine, since no belt slip occurs.
  • an assembly on the side of the internal combustion engine is possible, which points to the drive electric motor 3.
  • additional electric motor coupling 32 is not arranged between the additional electric motor 6 and the belt or toothed gear 16 or 28 but the internal combustion engine 2 and the belt or toothed gear 16 or 28 is. The function does not differ.
  • a further, illustrated in Fig. 3 preferred exporting ⁇ approximate shape differs from the embodiments described above, in that now between the auxiliary electric motor 6 and the auxiliary unit 34 gregatkupplung a switchable toastag- 35 is disposed whose state by e- lectrical signals via an operation means 36 is adjustable for the additional assembly clutch 35.
  • the operating device 36 is connected via a signal connection to an output a compared to the previously described embodiments modified control device 1 'connected.
  • the computer program differs from the computer programs of the previous embodiments by instruction for controlling the accessory clutch 35 in a further preferred embodiment of the method.
  • the additional unit clutch 35 a simple clutch, opens up the possibility to operate the auxiliary electric motor 6, if the auxiliary unit 34 is not betrie ⁇ ben and the same should be avoided by unwanted drive.
  • control device 1 If the control device 1 'recognizes that the auxiliary unit 34 should not be operated or switched off, it controls this before the delivery of an additional electric motor signal to the operating device 19 for the auxiliary electric motor 6, to which it is operated as a starter or generator Operating means 36 for the accessory clutch 35 so that the accessory assembly 35 remains open when it was already open, or is opened when it is still closed.
  • the auxiliary unit 34 is now decoupled from the auxiliary electric motor 6 so that it can perform its function as a starter or generator unloaded and without power losses depending on the type of additional electric motor signals.
  • the controller 1 Recognizes the controller 1 ', however, that the 1925ag ⁇ gregat 34 to be operated or turned on, this controls the operating device 36 for the toastaggregatkupp ⁇ ment 35 so that the auxiliary assembly clutch 35 remains closed when it was already closed, or is closed if it is still open.
  • the auxiliary unit 34 is now coupled to the auxiliary electric motor 6, so that it depends on the auxiliary electric motor 6 or the internal combustion engine 2 whose operating state can be driven, for example, as in the first embodiment.
  • Another preferred embodiment is different from the first embodiment in that, for switching over between loading of the additional energy storage and loading the board ⁇ power supply battery, the method 02/066293 Al described in WO is used, the content of which hereby insofar tonenah ⁇ me in the description added is ,
  • the auxiliary electric motor 6 is arranged on the side facing the drive clutch 4 side of the internal combustion engine 2, wherein the to ⁇ set electric motor either directly to the flywheel 9 engages or is preferably coupled by means of a gear transmission with this for the transmission of torques and rotational movements.
  • the flywheel 9. Its function and the corresponding moment of inertia is omitted can be taken then from the clutch and / or the belt transmission, for which purpose it accordingly for For ⁇ are put.
  • a fourth preferred embodiment of the invention illustrated in FIG. 4 differs from the first one
  • an electric motor with operating device which operates with the high voltage with which the drive electric motor 3 or its operating device 13 also operates, is now used as auxiliary electric motor 6 'with operating device 19'. Otherwise it does not differ in the activation from the auxiliary electric motor 6 with the operating device 19.
  • the additional energy storage 18 and the switching unit 20 are now eliminated.
  • Drive device coupled directly to the voltage level of the drive ⁇ electric motor 3. All other components entspre ⁇ chen those of the first embodiment, and it can be used ent ⁇ speaking numerals.
  • the control device 1 is analogous to the control device 1 of the first embodiment except for the control of the switching unit 20.
  • Yet another embodiment differs from the embodiments described above in that now not falling below the minimum temperature is checked. Instead, the control device is designed so that it ermit a Reibugemoment the internal combustion engine ⁇ telt, if this does not work, and compares this determined Reibproofmoment with a predetermined Maximalreibnaturemoment. If the determined friction loss torque falls below the maximum friction torque loss, the steps of the previously described methods are performed as if the minimum temperature were exceeded, otherwise the steps are performed as if the minimum temperature were undershot.
  • the auxiliary unit is a pump for a power steering, which must be operated permanently during operation of the power ⁇ vehicle and thus the drive train or the Antriebsvor- direction.
  • the desired Be ⁇ operating state of the additional unit is therefore fixed. There are submitted therefore no additional aggregate signals to control the auxiliary unit 34 of the operation ⁇ state and received.
  • the control device then only carries out the part of the method described in the first exemplary embodiment, in which the auxiliary unit 34 is to be operated, and has a corresponding computer program for this purpose. An examination of the desired operating state of the additional unit takes place there ⁇ not.
  • the Rajag ⁇ gregat is a pump for auxiliary equipment for operating at least parts of the drive train.
  • it is an oil pump.
  • the additional unit is part of an auxiliary device for operating the drive train, which must be operated permanently during operation of the drive train independently of the currently operating drive source. This may be in particular ⁇ to a transmission oil pump .
  • the auxiliary unit is a pump for a braking device of the motor vehicle.
  • the drive device may also be part of other hybrid engine designs or even a non-hybrid drive in other embodiments.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

Dispositif d'entraînement, notamment pour un mécanisme d'entraînement entièrement hybride comprenant un moteur (2) à combustion interne, un moteur (6) électrique, un accouplement (32) pour relier au choix le moteur (2) à combustion interne avec le moteur (6) électrique en vue de transmettre des couples et un groupe (32) supplémentaire relié en permanence avec le moteur (6) électrique ou, au choix, pouvant y être relié par le biais d'un accouplement (35) de groupe supplémentaire pour la transmission de couples.
PCT/EP2007/052199 2006-03-23 2007-03-09 Dispositif d'entraînement muni d'un groupe supplémentaire à entraînement mécanique, procédé d'utilisation du dispositif d'entraînement et moyen pour mettre en œuvre le procédé WO2007107458A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006013502A DE102006013502A1 (de) 2006-03-23 2006-03-23 Antriebsvorrichtung mit einem mechanisch angetriebenen Zusatzaggregat, Verfahren zum Betreiben der Antriebsvorrichtung und Mittel zur Durchführung des Verfahrens
DE102006013502.4 2006-03-23

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WO2007107458A2 true WO2007107458A2 (fr) 2007-09-27
WO2007107458A3 WO2007107458A3 (fr) 2008-06-26

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