Device and method for steering and regulating components of a hybrid driveline of a vehicle

Abstract

A method and a device for steering and regulating components of a hybrid driveline ( 1, 2 ). For the mode of operation sparing in fuel and poor in emission of a motor vehicle having one such driveline, it is provided that the input torque desired by the driver be distributed among the drive torques of one internal combustion machine (VM) and of at least one electric machine (EM 1 , EM 2 ) and such a driving mode be selected so that the state of charge of an electric energy accumulator ( 28 ) is optimally adapted to the actual rather dynamic or rather economic mode of operation of the driver.

1 - 33 . (canceled)  
   
   
       34 . A device for steering and regulating components of a hybrid driveline ( 1 ,  2 ) of a motor vehicle with at least two prime movers (VM, EM 1 , EM 2 ), at least one clutch (K 1 , K 2 ) and one transmission ( 7 ) comprising: 
 one device ( 22 ) for determining a nominal input torque (fahr_soll_m) from one variable signalizing one of an actual torque desired by a driver or from a nominal torque standard of an automatic nominal-torque defining device;    one device ( 23 ) for determining a sporting characteristic value (kSport);    one device for establishing a nominal state of charge of an electric energy accumulator ( 28 ) of the vehicle depending on the determined nominal input torque (fahr_soll_m) and the sporting characteristic value (kSport);    one device ( 24 ) for establishing an input distribution between the at least two prime movers (VM, EM 1 , EM 2 ) depending on an established nominal state of charge so that a required input torque can be implemented and the nominal state of charge of the energy accumulator be kept and to determine for a preset nominal input torque and a best suited nominal driveline configuration for a preset sporting characteristic value; and    one device ( 27 ) for generating and relaying steering and regulating signals for at least both the at least two prime movers (VM, EM 1 , EM 2 ), the at least one clutch (K 1 , K 2 ), and the transmission ( 7 ).    
   
   
       35 . The device according to  claim 34 , wherein the at least two prime movers of the driveline are designed as internal combustion machines (VM) and as at least one electric machine (EM 1 , EM 2 ), the latter being electrically or regeneratively operable, and that in case of two electric machines, one oil pump ( 8 ) is operatively connected with a first electric machine (EM 1 ) which is both electrically and regeneratively operable and that the first electric machine (EM 1 ) can be connected via a first clutch (K 1 ) with the internal combustion machine (VM) and the latter via a second clutch (K 2 ) with the transmission input shaft ( 6 ).  
   
   
       36 . The device according to  claim 34 , wherein the sporting characteristic value (kSport) can be determined by one of a shift position of a sporting switch, a transmission selector lever, or by a measuring value which identifies acceleration of an accelerator pedal.  
   
   
       37 . The device according to  claim 34 , wherein to the device ( 22 ) for determining a nominal input torque, from constant value accumulators and via one or more sensor and data lines, information can be fed about one or more variables of: accelerator pedal deviation (accelerator pedal), an actual gear (actual gear) and target gear (target gear) of the transmission, unused capacity of an energy accumulator (cap_energiereserve), actual torque (fahr_ist_m_), target torque (fahr_ziel_m), a maximum possible torque (fahr_max_m[wist] at actual rotational speed of a prime mover (VM).  
   
   
       38 . The device according to  claim 37 , wherein with the device ( 22 ) for determining a nominal input torque, a nominal gear (nominal gear) for the transmission ( 7 ) can be determined.  
   
   
       39 . The device according to  claim 34 , wherein a device ( 26 ) is available for determining an actual state of the driveline ( 1 ,  2 ) with which, can be detected via one or more sensor and data lines, the actual states of actuator of at least one clutch (K 1 , K 2 ), of the at least two prime movers (VM, EM 1 , EM 2 ) and of the transmission ( 7 ).  
   
   
       40 . The device according to  claim 34 , wherein the device ( 24 ) for establishing the input distribution can be informed by the device ( 22 ,  23 ) for determining a nominal input torque about the nominal input torque (fahr_soll_m) and about the sporting characteristic value (kSport), the same as by the device ( 26 ) for determining te actual state of the drivelines ( 1 ,  2 ) about the actual state (pas_z) of the driveline.  
   
   
       41 . The device according to  claim 40 , wherein to the device ( 24 ) for establishing the input distribution can be supplied from constant value accumulators and via one or more sensor and data lines information about the following variables: minimum and maximum capacity (cap_min_p, cap_max_p) of the energy accumulator ( 28 ), a maximum possible input torque (em 2 _max_m) of the at least one electric machine (EM, EM 2 ), actual electric power (em 2 _el_p) of the at least one machine (EM 1 , EM 2 ), transmission gear change status (getr_aktiv_b[lock]), an actual operating state (k 2 manager_z) of a device ( 30 ) for steering and regulating a second clutch (K 2 ) and a minimum rotational speed (oel_min_n) of a first electric machine (EM 1 ) with which an oil pump ( 8 ) can cover oil needs and e hydraulic pressure needs in the drivelines ( 1 ,  2 ).  
   
   
       42 . The device according to  claim 40 , wherein the device ( 24 ) for establishing the input distribution is designed so that depending on at least one of variables supplied the device ( 24 ) for establishing the input distribution can deliver variables via one or more data and control lines: nominal rotational speeds (nominal rotational speeds) and nominal torques (nominal torque), modes of operation (nominal modes) for the internal combustion machine (VM) and the at least one electric machine (EM 1 , EM 2 ), a shift prevention command (shift blocking) to a shift prevention device ( 29 ) and one state of operation nominal value (pas_soll_z), to a device ( 25 ) for control of a first electric machine (EM 1 ) designed as oil pimp starter generator, to a device ( 30 ) for control of the second clutch (K 2 ) between the internal combustion machine (VM) and a second electric machine (EM 2 ).  
   
   
       43 . The device according to  claim 34 , wherein a decision device ( 31 ; EM 1 -Prio, EM 2 -Prio, VM-Prio) is available which tunes the nominal standards of the device ( 24 ) for establishing the input distribution with the output variables of the device ( 30 ) for control of the second clutch (K 2 ) and of the device ( 25 ) for control of the oil pump starter generator ( 8 ) and can then relay them to one device for transmission torque adaptation ( 27 ), when state changes in the device ( 30 ) for control of the second clutch (K 2 ) and/or of the device ( 25 ) for control of the oil pimp starter generator ( 8 ), do not lead to other nominal rotational speeds (nominal rotational speeds), nominal torques (nominal torques), the same as other modes of operation (nominal modes) for the internal combustion machine (VM) and at least one electric machine (EM 1 , EM 2 ).  
   
   
       44 . The device according to  claim 43 , wherein the decision device ( 31 ; EM 1 -Prio, EM 2 -Prio, VM-Prio) is constructed so as to work in conformity with a prioritization sequence of: 
 the device ( 25 ) for control of the oil pump starter generator ( 8 );    the device ( 30 ) for control of the second clutch (K 2 ); and    the device ( 24 ) for establishing the input distribution.    
   
   
       45 . The device according to  claim 34 , wherein the device for transmission torque adaptation ( 27 ) is designed so that, starting from appertaining variables supplied, the device for transmission torque adaptation ( 27 ) can generate and relay determined rotational speeds and torques as nominal values (VM-standards) for the internal combustion machine (VM), the same as nominal values (EM 1 -standards, EM 2 -standards) for electric machines (EM 1 , EM 2 ).  
   
   
       46 . The device according to  claim 45 , wherein the device for transmission torque adaptation ( 27 ) is designed for taking into account additional torques of electric machines (EM 1 , EM 2 ) and take into account mass effects resulting from different driveline states when determining nominal values (VM-standards) for the internal combustion machine (VM) and nominal values (EM 1 -standards, EM 2 -standards) for electric machines (EM 1 , EM 2 ).  
   
   
       47 . The device according to  claim 45 , wherein the device for transmission torque adaptation ( 27 ) is designed for admitting and processing control signals (egs_eingriff_m) of control unit ( 20 ) with which, during ratio change operations of the transmission ( 7 ), the at least two prime movers (VM, EM 1 , EM 2 ) are controlled regarding their rotational speed and torque delivery.  
   
   
       48 . The device according to  claim 47 , wherein the device for transmission torque adaptation ( 27 ) is designed so that therewith, during ratio change operations of the transmission ( 7 ), the rotational speed and torque delivery of the at least two prime movers (VM, EM 1 , EM 2 ) can be adapted to the mass ratios of the precisely active hybrid driveline configuration.  
   
   
       49 . A method for steering and regulating components of a hybrid driveline of a motor vehicle having at least two prime movers (VM, EM 1 , EM 2 ), at least one clutch (K 1 , K 2 ) and one transmission ( 7 ), comprising the steps of the input torque desired by a driver is divided up into nominal input torques for an internal combustion machine (VM) and at least one electric machine (EM 1 , EM 2 ), the same as a driving mode being selected such that a state of charge of an electric energy accumulator ( 28 ) is adapted optimally to an actual rather dynamic or rather economic driving mode of the driver.  
   
   
       50 . The method according to  claim 49  further comprising the steps of: 
 establishing an actual nominal input torque (fahr_soll_m) from a variable signalizing an actual torque desired by the driver or from a nominal torque standard of an automatic nominal torque definition device;    determining a sporting characteristic value (kSport);    establishing a nominal state of charge of an energy accumulator ( 28 ) of the vehicle depending on the determined nominal input torque (fahr_soll_m) and the sporting characteristic value (kSport);    establishing an input distribution between the at least two prime movers (VM, M 1 , EM 2 ) depending on an established nominal state of charge so that the required nominal input torque (fahr_soll_m) can be implemented and the nominal state of charge of the energy accumulator ( 28 ) be kept and definition of the nominal driveline configuration beat suited to a preset nominal input torque and to a preset sporting characteristic value; and    generating and relaying steering and regulating signals for the at least two prime movers (VM, EM 1 , EM 2 ), at least one clutch (K 1 , K 2 ) and one transmission ( 7 ).    
   
   
       51 . The method according to  claim 50 , wherein the value of the nominal state of charge under the preset nominal input torque (fahr_soll_m) and the sporting characteristic value (kSport) is a constant for all driving situations.  
   
   
       52 . The method according to  claim 51 , further comprising the step of the sporting characteristic value (kSport) can be generated within limits such that therewith can be adjusted a nominal state of charge of the energy accumulator ( 28 ) which allows complete discharge and complete filling without damage of the energy accumulator ( 28 ) in electric, regenerative and combined driving phases.  
   
   
       53 . The method according to  claim 51 , further comprising the step of the sporting characteristic value (kSport) is determined from one or more of a shift position of a sporting switch, of a transmission selector lever, or by a measuring value which identifies the accelerator pedal acceleration.  
   
   
       54 . The method according to  claim 50 , further comprising the step of the nominal input torque is determined from one or more variables: accelerator pedal deviation (accelerator pedal), actual gear (actual gear) and target gear (target gear) of the transmission ( 7 ), unused capacity of an energy accumulator (cap_energiereserve), actual torque (fahr_ist_m), target torque (fahr_ziel_m), during actual rotational speed of a prime mover (VM) maximum possible torque (fahr_max_m[w_ist]).  
   
   
       55 . The method according to  claim 54 , further comprising the step of with aid of the one or more variables, a nominal gear (nominal gear) is determined for the transmission ( 7 ).  
   
   
       56 . The method according to  claim 50 , further comprising the step of actual states of actuators of the at least one clutch (K 1 , K 2 ) of at least one prime mover (VM, EM 1 , EM 2 ) of the transmission ( 7 ) are determined.  
   
   
       57 . The method according to  claim 49 , further comprising the step of to a device ( 24 ) for establishing an input distribution of a nominal input torque (fahr_soll_m) is communicated a sporting characteristic value (kSport) and an actual state (pas_z) of the driveline.  
   
   
       58 . The method according to  claim 49 , further comprising the step of to the device ( 24 ) for establishing an input distribution, from constant value accumulators and via one or more sensor and data lines, information is supplied about following variables: minimum and maximum capacity (cap_min_p, cap_max_p) of the energy accumulator ( 28 ), maximum possible input torque (em 2 _max_m) of at least one electric machine (EM 1 , EM 2 ), actual electric power (em 2 _el_p) of at least one electric machine (EM 1 , EM 2 ), transmission gear change status (getr_aktiv_b_[lock]), actual operation state (k 2 manager_z) of a device ( 30 ) for steering and regulating a second clutch (K 2 ) between the internal combustion machine (VM) and one electric machine (EM 2 ) and the minimum rotational speed (oel_min_n) of a first electric machine (EM 1 ) with which one oil pump ( 8 ) can cover an oil need and hydraulic pressure need in the driveline ( 2 ).  
   
   
       59 . The method according to  claim 49 , further comprising the step of a device ( 24 ) for establishing an input distribution, depending on one or more of accelerator pedal deviation (accelerator pedal), actual gear (actual gear) and target gear (target gear) of the transmission ( 7 ), unused capacity of an energy accumulator (cap_energiereserve), actual torque (fahr_ist_m), target torque (fahr_ziel_m), during actual rotational speed of a prime mover (VM) maximum possible torque (fahr_max_m[w_ist]), delivers to said devices via one or more data and control lines, variables: nominal rotational speeds (nominal rotational speeds) and nominal torques (nominal torques), the same as modes of operation (nominal modes) for the internal combustion machine (VM) and at least one electric machine (EM 1 , EM 2 ), to a decision device ( 31 ; EM 1 -Prio, EM 2 -Prio, VM-Prio), a shift blocking command (shift blocking) to a shift blocking deice ( 29 ), an operation state nominal value (pas_soll_z) to a device ( 25 ) for control of a first electric machine (EM 1 ) designed as oil pump starter generator and to a device ( 30 ) for control of the second clutch (K 2 ) between the internal combustion engine (VM) and the second electric machine (EM 2 ).  
   
   
       60 . The method according to  claim 59 , further comprising the step of the decision device ( 31 ; EM 1 -Prio, EM 2 -Prio, VM-Prio) compares the nominal standards of the device ( 24 ) for establishing the input distribution with the output variables of the device ( 30 ) for control of the second clutch (K 2 ) and the device ( 25 ) for control of the oil pimp starter generator (EM 1 ) and relays to a device for transmission torque adaptation ( 27 ) when no state changes in the deice ( 30 ) for control of one or more second clutch (K 2 ) and in the device ( 25 ) for control of the oil pimp starter generator (EM 1 ) leads to other nominal rotational speeds (nominal rotational speeds), nominal torques (nominal torque), the same as other modes of operation (nominal modes) for the internal combustion machine (VM) and the at least one electric machine (EM 1 , EM 2 ).  
   
   
       61 . The method according to  claim 60 , further comprising the step of the decision device ( 31 ; EM 1 -Prio, EM 2 -Prio, VM-Prio) works according to a prioritization sequence of: 
 signals of the device ( 25 ) for control of the oil pump starter generator (EM 1 ) have first priority;    signals of the device ( 30 ) for control of the second clutch (K 2 ) have secondary priority; and    signals of the device ( 24 ) for establishing the input distribution have the last decision priority.    
   
   
       62 . The method according to  claim 49 , further comprising the step of subsequently to the transmission torque adaptation, the rotational speeds and the torques determined are issued by a device ( 27 ) for adaptation of the transmission torque as nominal values (VM-standards) for the internal combustion machine (VM) and as nominal values (EM 1 -standards, EM 2 -standards) for the at least one electric machine (EM 1 , EM 2 ).  
   
   
       63 . The method according to  claim 62 , further comprising the step of there are taken into account in the transmission torque adaptation additional torques of the prime movers (VM, EM 1 , EM 2 ) and in the definition of the nominal values (VM-standards) for the internal combustion machine (VM) and the nominal values (EM 1 -standards, EM 2 -standards) for the at least one electric machine (EM 1 , EM 2 ), mass effects due to different drivelines states.  
   
   
       64 . The method according to  claim 62 , further comprising the step of for the transmission torque adaptation control signals (egs_eingriff_m) of the transmission control unit ( 20 ) are processed the aid of which, during ratio change operations of the transmission ( 7 ), the at least two prime movers (VM, EM 1 , EM 2 ) are controlled as to the rotational speed and torque delivery thereof.  
   
   
       65 . The method according to  claim 63 , further comprising the step of in the transmission torque adaptation, during ratio change operations of the transmission ( 7 ), the rotational speed and torque delivery of the at least two drive movers (VM, EM 1 , EM 2 ) can be adapted to the mass ratios of the precisely active hybrid driveline configuration.  
   
   
       66 . The method according to  claim 49 , further comprising the step of a device ( 27 ) for transmission torque adaptation delivers standard values (EM 1 -standards, VM-standards, EM 2 -standards, Getr-standards) to separate modules ( 33 ,  34 ,  35 ,  36 ) which control actuators on the at least two prime movers (VM, EM 1 , EM 2 ) and he automatic transmission ( 7 ) with concrete adjusting commands.