Drive train for a motor vehicle and method for operating a drive train

• US 20080236916A1
• Filed: 02/08/2008
• Published: 10/02/2008
• Est. Priority Date: 08/10/2005
• Status: Abandoned Application

• Current Assignee: Daimler AG (Mercedes-Benz Group AG)
• Original Assignee: Daimler AG (Mercedes-Benz Group AG)
• Inventors: Heller, Marcus, Hentschel, Frank
• Application Number:
  US12/069,435
• Publication Number:
  US 20080236916A1
• Time in Patent Office: Days
• US Class Current: 180/65.4
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 50/15 with additional electric power supply with capacitors charged by engine-driven generators B60L50/40; with batteries charged by engine-driven generators B60L50/61
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/10 Controlling the power contribution of each of the prime movers to meet required power demand
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Abstract

In a drive train for a motor vehicle with an internal combustion engine and a serial hybrid drive and a method for operating a motor vehicle with such a drive train, wherein the driving performance is increased and the fuel consumption of the internal combustion engine is reduced, and the drive shaft of the internal combustion engine is connected to a first electrical machine, and a second electrical machine is connected to a drive wheel of the motor vehicle, an electrical energy accumulator to which electrical energy can be supplied by the first and second first electrical machines and which can supply electrical energy to the first and second electrical machine is provided together with a control unit for dividing the power between the electrical energy accumulator and the first electrical machine, the rotational speed (n) of the first electrical machine and the power of the internal combustion engine are controlled depending on vehicle operating conditions and energy accumulator states selectively for high fuel efficiency or low emissions.

Claims

1. A drive train for a motor vehicle with an internal combustion engine (VM) having an output drive shaft (W1), a first electrical machine (PSM) connected in a rotationally fixed manner to the output drive shaft (W1);

a second electrical machine (ASM) connected mechanically to a vehicle drive wheel;

an electrical energy accumulator (BAT) to which electrical energy can be supplied by the first and the second electrical machine (PSM, ASM) and which can supply electrical energy to the first and the second electrical machine (PSM, ASM);

the electrical energy accumulator (BAT) being connected electrically via an intermediate circuit (ZK) to a first converter (GE) which is electrically connected to the first electrical machine (PSM), and to a second converter (FE) which is electrically connected to the second electrical machine (ASM), the first converter (GE) being connected via a control line to a first speed controller (GER), and a supervisory control unit (PCU) for distributing power (P_Bat) and (P_Gensoll) between the electrical energy accumulator (BAT) and the first electrical machine (PSM), and operating the internal combustion engine (VM), the electric machines (PSM<

ASM) and the electrical energy accumulator (BAT) selectively for high fuel efficiency or low emissions.

2. The drive train as claimed in claim 1, wherein the internal combustion engine (VM) is connected to an engine control unit (MCU) which sets the power (P_Gensoll) to be generated by the internal combustion engine power.

3. The drive train as claimed in claim 1, wherein a limiting controller (SBR, LBR) is connected to the input of the first speed controller (GER).

4. The drive train as claimed in claim 1, wherein the second electrical machine (ASM) is connected mechanically to a transmission input shaft.

5. A method for operating a drive train for a motor vehicle with an internal combustion engine (VM), comprising an output drive shaft (W1) which is connected in a rotationally fixed manner to a first electrical machine (PSM), a second electrical machine (ASM) which is connected mechanically to a drive wheel of the vehicle, an electrical energy accumulator (BAT) to which electrical energy can be supplied by the first and the second electrical machines (PSM, ASM) and which can supply electrical energy to the first and the second electrical machines (PSM, ASM), and a control unit (PCU) for distributing power between the electrical energy accumulator (P_Bat) and the first electrical machine (P_Gensoll), comprising the step of:

controlling a rotational speed (n) of the first electrical machine (PSM) and the power output (P_Gensoll) of the internal combustion engine.

6. The method as claimed in claim 5, wherein, for a desired change of rotational speed of the internal combustion engine (VM), the rotational speed (n) of the first electrical machine (PSM) and the power of the internal combustion engine (P_Gensoll) are controlled.

7. The method as claimed in claim 6, comprising the following steps:

determining of the required internal combustion engine power output (P_Gensoll) depending on a requested drive power (P_An), on a load capacity of the electrical energy accumulator (BAT) and on a driving speed (v) of the motor vehicle;

determining a favorable rotational speed (n_soll) of the internal combustion engine (VM) and a required fuel supply, and

setting the favorable rotational speed (n_soll) of the engine by way of the first electrical machine (PSM) controlled by a first speed controller (GER) and of the internal combustion engine power (P_Gensoll) by injection of the required quantity of fuel.

8. The method as claimed in claim 5, wherein the power output (P_Gensoll) of the internal combustion engine is set to provide an essentially steady-state operation.

9. The method as claimed in claim 5, wherein the internal combustion engine (VM) is operated in a two-point mode.

10. The method as claimed in claim 5, wherein the internal combustion engine (VM) is operated in demand-controlled mode.

11. The method as claimed in claim 5, wherein the internal combustion engine (VM) is operated selectively in a two-point mode or in a demand-controlled mode.

12. The method as claimed in claim 5, wherein the rotational speed (n) of the first electrical machine (PSM) is increased by a limiting controller (SBR, LBR).

13. The method as claimed in claim 12, wherein after a maximum permissible coasting rotational speed (n_ICEmax) has been reached a current (I_Brems) of a braking resistance is controlled by the limiting controller (SBR, LBR).