Method for controlling an air-conditioning compressor in a hybrid powertrain and hybrid powertrain

Abstract

The invention relates to a method for controlling an air conditioning compressor (20) in a hybrid powertrain (1) of a motor vehicle (2), and a hybrid powertrain (1), the hybrid powertrain comprising an internal combustion engine (5) and a first electric machine (7) and a second electric machine (6), the second electric machine preferably being an electric machine operating as a generator. Each of the electric machines (6, 7) and / or the internal combustion engine (5) can be operatively connected to an air conditioning compressor (20) in order to serve as a drive for the air conditioning compressor. In order to improve the overall energy balance of the motor vehicle (2), the drive is selected according to the air conditioning requirements of the occupants of the motor vehicle (2).

Description

Technical Field

[0001] The present invention relates to a method for controlling an air-conditioning compressor in a hybrid powertrain of a motor vehicle, and to a hybrid powertrain comprising an internal combustion engine and a first electric machine and a second electric machine, the second electric machine preferably being an electric machine operated as a generator, wherein each of the electric machines and / or the internal combustion engine can be operatively connected to the air-conditioning compressor in order to serve as a drive for the air-conditioning compressor. Background Art

[0002] The publications DE 10 2018 111 151 A1 and DE 10 2010 024 165 A1 show, by way of example, an air-conditioning compressor of an air-conditioning system in a hybrid drive train, which can be operated by means of an electric machine. Summary of the Invention

[0003] The object of the present invention is to further develop a hybrid powertrain and a method for controlling an air-conditioning compressor in a hybrid powertrain.

[0004] This object is achieved by the subject matter of claims 1 and 10. The claims dependent on claim 1 represent advantageous embodiments of the subject matter of claim 1 .

[0005] The proposed method is for controlling an air conditioning compressor in a hybrid powertrain of a motor vehicle having a drive unit comprising an internal combustion engine and a first electric machine and a second electric machine, preferably operated as a generator. Each of the electric machines and / or the internal combustion engine can be operatively connected to the air conditioning compressor in order to serve as a drive for the air conditioning compressor. This means that, depending on the desired operating situation of the air conditioning compressor or the motor vehicle, the air conditioning compressor is driven by the first electric machine, the second electric machine, and / or the internal combustion engine, for example by means of a correspondingly designed and controlled switching device. The first electric machine is preferably used solely for propulsion of the motor vehicle and / or for recovering kinetic energy of the motor vehicle, while the second electric machine preferably functions as a generator, as a starter for the internal combustion engine, and alternatively as a means for driving the motor vehicle, for example, as an electric machine arranged at the wheel plane. In a preferred embodiment, the drive is selected based on the desired air conditioning selected by the occupants of the motor vehicle.

[0006] Furthermore, the drive may be selected depending on the operating mode of the hybrid powertrain or the motor vehicle, for example depending on a desired drive torque, which is determined, for example, depending on the position of an accelerator pedal.

[0007] For example, when the hybrid powertrain is operating solely electrically in a first drive type drive, the second electric machine and the air conditioner compressor may be decoupled from the hybrid powertrain, and the air conditioner compressor may be driven using only the second electric machine.

[0008] For example, when the hybrid powertrain is operating solely electrically in the second drive type of drive, the first electric machine and / or the second electric machine may be used to drive the air conditioner compressor.

[0009] For example, the selection between the two drive types is made depending on the power required by the air conditioning compressor, the load requirements on the hybrid powertrain and / or a specific operating point of the characteristic curves of the electric machine and / or the air conditioning compressor.

[0010] For example, when a load demand on the hybrid powertrain exceeds a predetermined threshold, the air conditioner compressor may be shut down for the duration of the load demand.

[0011] For example, when an air conditioning compressor failure is determined, the air conditioning compressor may be shut down. In this case, for example, the failure may be determined based on the pressure applied to the air conditioning compressor. Alternatively or additionally, the failure may be determined by comparing the torque generated by the hybrid powertrain with the air conditioning compressor coupled to the torque generated by the hybrid powertrain without the air conditioning compressor coupled.

[0012] This object is also achieved by a hybrid powertrain comprising an internal combustion engine, a first electric machine and preferably a second electric machine operated as a generator, an air-conditioning compressor for an air-conditioning system, and at least one control unit for controlling the air-conditioning compressor, wherein the air-conditioning compressor is connected to the second electric machine in a rotationally locked manner and is designed to be connectable to the internal combustion engine and the first electric machine, preferably by means of a switching device. A routine for carrying out the proposed method is implemented in the at least one control unit.

[0013] In other words, in order to reduce costs and improve the efficiency of an air-conditioning system with an air-conditioning compressor and the overall energy balance of a motor vehicle with a hybrid powertrain, the air-conditioning compressor is driven by means of several drive sources, such as a second electric machine, which is preferably configured as a generator, the first electric machine and / or a provided internal combustion engine.

[0014] In this case, a drive mode, such as an operating mode of the motor vehicle, is selected depending on the desired air conditioning by means of the two electric machines and / or the internal combustion engine.

[0015] In this case, the air conditioner compressor can be driven by the internal combustion engine or the second electric machine in series mode regardless of vehicle speed. Alternatively, the air conditioner compressor can be driven by the first electric machine according to vehicle speed.

[0016] Furthermore, when the motor vehicle is driven solely by the internal combustion engine, the air conditioning compressor can be driven by the internal combustion engine depending on the vehicle speed. It goes without saying that the rotational speed of the internal combustion engine and the vehicle's travel speed can depend on a ratio of a fixed or selected transmission ratio of a transmission having several transmission ratios, and the air conditioning compressor is driven at a speed dependent thereon. A series mode, such as series drive, should be understood to mean operating the motor vehicle with the first electric machine operating as a traction motor while the internal combustion engine drives the second electric machine.

[0017] When the motor vehicle is driven in hybrid mode, purely electric mode or solely by means of the internal combustion engine, the air conditioning compressor can be driven depending on the desired air conditioning selected by the motor vehicle and / or other influencing variables, such as external temperature, vehicle speed, battery charge state, accelerator pedal position and / or the like.

[0018] The selection of the operating mode for driving the motor vehicle, and the dependent operating modes, such as driving the air conditioning compressor, is preferably performed using a switching device having a clutch, such as a switching clutch corresponding to the gear shift mechanism of a manual transmission. For example, during electric drive, i.e., when the internal combustion engine is turned off, a boost effect can be achieved using the second electric motor. In this case, the first electric motor and the air conditioning compressor are decoupled from the vehicle speed by means of a pulley plane and a switching device between the drive unit consisting of the internal combustion engine and the first electric motor. In the air conditioning compressor operating mode, such as when the first and second electric motors are coupled to each other to drive the air conditioning compressor, the rotational speed of the air conditioning compressor depends on the vehicle speed.

[0019] If the motor vehicle is operated solely electrically, the power for the air conditioning compressor can be provided by the first electric machine. In this case, the speed of the air conditioning compressor depends on a preset ratio of the first electric machine and the rotational speed of the drive wheels of the motor vehicle. According to these arrangements, for example, integrated into a transmission, a rotational speed difference can be set between the rotor of the air conditioning compressor and the rotor of the first electric machine, for example, according to a set ratio that is engaged or fixed.

[0020] On the other hand, when the AC compressor is driven by the second electric motor, the switching mechanism between the second electric motor and the AC compressor, on the one hand, and the first electric motor, on the other hand, can be enabled, allowing the AC compressor to operate independently of wheel speed. The corresponding drive variant can be selected based on a comprehensive consideration of the power required at the drive wheels and the AC compressor. For example, the current operating point of the characteristic maps for the first and second electric motors and the AC compressor can be used for this purpose.

[0021] For example, when the switching device is closed between the air conditioning compressor and the first electric motor, it is more efficient to shift the load point on the first electric motor by using the load set on the air conditioning compressor, thereby generating a speed dependent on the wheel speed, compared to driving the air conditioning compressor solely by using the second electric motor. Alternatively, in other operating situations, such as when the load on the air conditioning compressor is low, the air conditioning compressor can be controlled by the second electric motor, which operates independently of the wheel speed, in a preferred position of the air conditioning compressor's characteristic map.

[0022] For example, when there is a maximum load demand on the drive wheels, such as when the accelerator pedal is fully actuated, the air conditioning compressor can be briefly switched off in order to be able to fully use the available power of the drives for propelling the motor vehicle, such as the first and second electric machines and / or the internal combustion engine.

[0023] For example, boost operation can be provided using both electric motors. This mode can be provided, for example, in situations where high torque is required, such as when the drive wheels are on a curb, parking ramp, and / or the like. The air conditioning compressor can be turned off, for example, by appropriately adjusting the air conditioning compressor ramp.

[0024] For example, a hybrid powertrain can be protected against a failure of the air conditioning compressor. For example, a lack of coolant in the air conditioning system could cause the air conditioning compressor to seize, i.e., become blocked. For example, if the air conditioning compressor is integrated into the hybrid powertrain's transmission, a failure could cause the transmission to lock, thereby increasing subsequent damage.

[0025] A malfunction in the air conditioning compressor can be detected, for example, by measuring the coolant pressure in the air conditioning system. If the pressure in the air conditioning system drops, the existing magnetic clutch can be opened, or if a swash plate is used instead of a magnetic clutch, it can be placed in the "open" position. This means that the piston in the existing air conditioning compressor no longer moves back and forth when a rotational speed is applied.

[0026] Alternatively or additionally, a fault in the air conditioning system can be detected by means of a torque comparison in the powertrain. For example, if a sudden increase in torque is detected in the hybrid powertrain, the air conditioning compressor can be disconnected from the hybrid powertrain for safety reasons, for example by means of a magnetic clutch or a switching ramp.

[0027] After this emergency opening occurs, the authenticity of the functional impairment is verified by the air conditioning compressor based on the torque generation in the hybrid drive train. For this purpose, the following procedure can be provided:

[0028] - gradually reconnect the air conditioning compressor to the hybrid system,

[0029] - compares the expected drive torque (depending on vehicle speed, gradient, accelerator pedal position, etc.) with the expected additional torque for the set cooling capacity,

[0030] - If the torque is higher than expected, repeat the emergency opening and reconnect the air conditioning compressor,

[0031] - If a fault is still detected after repeated reconnection, the air conditioning compressor or air conditioning system is completely shut down and an error message is displayed to the driver on the instrument panel.

[0032] - If the torque measured during reconnection matches the expected value, the A / C compressor continues to operate normally and the sudden increase in torque was a temporary disturbance. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Reference Figures 1 to 4 The exemplary embodiments shown illustrate the present invention in more detail. In the drawings:

[0034] Figure 1 shows a schematic diagram of a hybrid powertrain for a motor vehicle having an air conditioning compressor,

[0035] Figure 2 shows a longitudinal section of a switching device,

[0036] Figure 3 Shown for Figure 1 A functional diagram of the hybrid powertrain's operation, and

[0037] Figure 4 Shown from Figure 2 State diagram of the switching device. DETAILED DESCRIPTION

[0038] Figure 1 A schematic diagram shows a series hybrid drivetrain 1 for carrying out the proposed method, which is integrated in a motor vehicle 2 and drives the motor vehicle hybridly or exclusively electrically with the aid of an internal combustion engine 5. For this purpose, the drive wheels 4, 4a of the front or rear axle are driven by the internal combustion engine 5 and / or one or both of the electric machines 6, 7 via the drive axle 3, 3a.

[0039] The first electric machine 7 is preferably used as a traction motor, and the second electric machine 6 is preferably used as a generator for charging the battery and driving the auxiliary unit. In addition, the second electric machine 6 can be designed to be switchable to a drive motor, for example for electric reverse operation.

[0040] The two electric machines 6, 7 are arranged radially offset from one another by means of the rotation axes 8b, 8c of their rotor shafts 10, 11. The second electric machine 6 comprises a rotor shaft 10 rotatably mounted about the rotation axis 8b. The two electric machines 6, 7 are arranged radially offset relative to the first rotation axis 8a of the output shaft 9 of the internal combustion engine 5.

[0041] In order to set the different operating states of the hybrid powertrain 1 described below, a transmission 13 designed as a manual transmission is provided between the internal combustion engine 5, in particular the output shaft 9, the two electric machines 6, 7 and their two rotor shafts 10, 11, and the drive section 12 of the hybrid powertrain 1. The transmission 13 includes a switching device 14, which sets a specific operating state of the hybrid powertrain 1 according to a switching command provided by a high-level control unit.

[0042] The transmission 13 has a centrally arranged intermediate shaft 15 which is coupled to the output shaft 9 in a rotationally fixed manner or is formed directly from a region of the output shaft 9, for example integrally with the output shaft 9. The intermediate shaft 15 is arranged coaxially with the output shaft 9 and is therefore rotatable about a common first axis of rotation 8a.

[0043] The transmission 13 has a first gear 16 that is permanently connected / coupled to the first rotor shaft 10 in a rotationally fixed manner. The first gear 16 is arranged coaxially with the intermediate shaft 15. The first gear 16 is arranged on a hollow shaft and is mounted so that the first gear can rotate about the intermediate shaft 15. In addition, the transmission 13 has a second gear 17, which, like the first gear 16, is arranged on the hollow shaft coaxially with the intermediate shaft 15 so that the second gear can rotate about the hollow axis of the intermediate shaft 15 and the gear 16.

[0044] Gear 16 meshes with gear 18 of rotor shaft 10 and, via switching device 14, establishes a switchable connection with intermediate shaft 15 and / or rotor shaft 11, thereby establishing a connection between internal combustion engine 5 and first electric machine 7. First gear 16 also meshes with gear 19. Gear 19 is connected in a rotationally fixed manner to a compressor shaft 21 that drives air conditioning compressor 20, or is formed integrally therewith. Compressor shaft 21, and therefore air conditioning compressor 20, can alternatively be fixed to rotor shaft 10, for example, arranged coaxially therewith, with air conditioning compressor 20 and second electric machine 6 arranged axially one behind the other.

[0045] In the exemplary embodiment shown, the gear 17 is connected to a planetary gear arrangement 23 via an intermediate gear 22. The planetary gear arrangement 23 is further rotationally connected to the second rotor shaft 11. The intermediate gear 22, which meshes with the second gear 17, is directly connected to a planetary carrier 24 of the planetary gear arrangement 23 in a rotationally fixed manner. The planetary gear arrangement 23 of the transmission 13 also has a sun gear 25, which is directly connected to the second rotor shaft 11 in a rotationally fixed manner. In addition to the sun gear 25, a plurality of planetary gears 26 are provided, which are distributed in the circumferential direction and rotatably accommodated in meshing engagement on the planetary carrier 24. A ring gear 27 meshing with the planetary gears 26 interacts with a brake device 28 fixed to the housing or vehicle frame. The brake device, in its activated state, holds the ring gear 27 relative to the vehicle frame and, in its deactivated state, allows the ring gear 27 to rotate freely relative to the vehicle frame.

[0046] Furthermore, in the exemplary embodiment shown, the intermediate gear 22 meshes with the input gear 29 of the differential gear 30, which is connected to the drive axle in a rotationally fixed manner. Thus, the torque of the internal combustion engine or electric motor 6, 7 can be introduced via the intermediate gear 22 and the input gear 29 into the differential gear 30, where it is in turn distributed to the drive axles 3, 3a and thus transmitted to the drive wheels 4, 4a.

[0047] The switching device 14 is effectively arranged between the intermediate shaft 15 and the two rotor shafts 10, 11. In a first switching position of the switching device, the switching device 14 rotationally connects the intermediate shaft 15 to the first rotor shaft 10, while the second rotor shaft 11 is rotationally decoupled from the intermediate shaft 15 and the rotor shafts 10. In a second switching position of the switching device 14, the intermediate shaft 15 is rotationally connected to both the first rotor shaft 10, 11. In a third switching position of the switching device 14, the two rotor shafts 10, 11 are rotationally connected to each other, while the intermediate shaft 15 is rotationally decoupled from the two rotor shafts 10, 11. In a fourth switching position, the two rotor shafts 10, 11 are rotationally decoupled. Furthermore, in the fourth switching position, the two rotationally decoupled rotor shafts 10, 11 are also rotationally decoupled from the intermediate shaft 15.

[0048] The shift device 14 can be at least partially integrated directly into the first gear wheel 16 .

[0049] Figure 2 The structural embodiment is shown Figure 1The switching device 14 includes sliding sleeves 31 and 32, which are accommodated on the first gear 16 so as to be axially displaceable along the first axis of rotation 8a. By moving the two sliding sleeves 31 and 32 into different displacement positions, the switching position of the switching device 14 required for driving the hybrid powertrain 1 and the air conditioning compressor 20 by means of the internal combustion engine 5 and the electric machines 6 and 7 can be set.

[0050] For this purpose, the switching device 14 has two synchronization devices, which are realized via sliding sleeves 31 , 32 , by means of which different switching positions and thus different operating states of the motor vehicle 2 are set via axial displacement.

[0051] The sliding sleeves 31 and 32 are designed to be substantially identical, each having an annular base body 33 and 34. A circumferential receiving profile 35 and 36 with a U-shaped cross-sectional surface is formed on the outer peripheral surface of each base body 33 and 34. The receiving profiles 35 and 36 are designed to receive the first ends 37a and 38a of rod elements 39 and 40 in a form-fitting manner. The second ends 37b and 38b of the rod elements 39 and 40 are each coupled to an actuator (not shown), implemented as a linear motor, so that the sliding sleeves 31 and 32 can be adjusted in their displacement position by means of the actuator. In a preferred exemplary embodiment, each rod element 39 and 40 is assigned an actuator. Alternatively, the displacement position of both sliding sleeves 31 and 32 can be set via a common actuator, for example, with a single actuator connected to both second ends 37b and 38b of the rod elements 39 and 40.

[0052] On each of the side surfaces of the two sliding sleeves 31, 32 facing the first gear 16, a protruding engagement section 43, 44 is formed. When the sliding sleeves 31, 32 are axially displaced in the direction of the first gear 16 by the actuator according to the switching position of the switching device 14 to be set, the engagement sections 43, 44 engage in a through-hole 45 formed in the first gear 16. On the inner peripheral surface of the sliding sleeves 31, 32, on the side facing away from the first gear 16, an internal toothing 46, 47 is formed in each case, and the internal toothing is designed as an axial toothing / serration.

[0053] In order to support or fix the sliding sleeves 31, 32 in the respective displacement positions on the inner peripheral surface of the sliding sleeves 31, 32, a locking unit 48, 49 is provided in each case. The locking units 48, 49 are also integrated or supported in the first gear wheel 16. The locking units 48, 49 each have a latching element 50, 51, which is arranged in the first gear wheel 16 so that it can be radially displaced and engages with a latching contour 52, 53 formed on the inner peripheral surface of the sliding sleeves 31, 32, so that the sliding sleeves 31, 32 are held in their respective displacement positions in a non-displaceable manner relative to the first gear wheel 16 using the latching elements 50, 51.

[0054] The switching device 14 has a first, approximately annular transmission element 54 assigned to the first sliding sleeve 31 and a second, approximately annular transmission element 55 assigned to the second sliding sleeve 32. The first transmission element 54 is permanently arranged on the intermediate shaft 15 in a rotationally fixed manner and has an external toothing 56 designed as an axial toothing on its outer peripheral surface.

[0055] For example, Figure 2 As shown in , when the first sliding sleeve 31 is displaced in the axial direction away from the first gear wheel 16 by the actuator 41, the internal toothing 46 of the first sliding sleeve 31 meshes with the external toothing 56 of the first transmission element 54, whereby the intermediate shaft 15 is coupled to the first gear wheel 16 in a rotationally fixed manner.

[0056] The second transmission element 55 is permanently arranged on the second gear wheel 17 in a rotationally fixed manner. Similar to the first transmission element 54, the second transmission element 55 also has an external toothing 57 designed as an axial toothing on its outer peripheral surface. The external toothing 57 can be used to couple the first gear wheel 16 to the second gear wheel 17 in a rotationally fixed manner by displacing the second sliding sleeve 32 by means of the actuator 42 so that the external toothing engages with the internal toothing 47 of the second sliding sleeve 32.

[0057] The intermediate shaft 15 is mounted relative to the housing of the hybrid powertrain 1 via support bearings 58a, 58b, designed as radial thrust ball bearings. The first and second gears 16, 17 are mounted on the outside of the intermediate shaft 15 via radial bearings 59a, 59b, designed as needle roller bearings, allowing the first and second gears and the intermediate shaft to rotate relative to one another. To enable relative rotational movement between the first and second gears 16, 17, and the intermediate shaft 15 in the decoupled state, axial bearings 60a, 60b, 60c, designed as needle roller bearings, are also arranged between the axial abutment surfaces. The axial bearing 60a enables relative rotational movement between the intermediate shaft 15, particularly the first transmission element 54, and the first gear 16; the axial bearing 60b enables relative rotational movement between the first gear 16 and the second gear 17; and the axial bearing 60c enables relative rotational movement between the second gear 17 and the intermediate shaft 15.

[0058] The switching device 14 forms two clutches 41, 42, for example, switching clutches, wherein the internal combustion engine 5 and the electric machines 6, 7 (cf. Figure 1 ) is determined by the switching of these two clutches.

[0059] The functions of the clutches 41 and 42 are described in more detail below:

[0060] Figure 2 The switching device 14 is shown in its first switching position, with the first clutch 41 open and the second clutch 42 closed. The sliding sleeve 31 has moved away from the first gear 16, causing the internal toothing 46 of the first sliding sleeve 31 to mesh with the external toothing 56 of the first transmission element 54. Thus, in the first switching position, the intermediate shaft 15 and the first gear 16 are coupled in a rotationally fixed manner. The second sliding sleeve 32 is in a position facing the gear 16, in which the engagement section 44 engages in the through-hole 45, and the internal toothing 47 is therefore not meshing with the external toothing 57 of the second transmission element 55. This means that in the first switching position, the first gear 16 and the second gear 17 are rotationally decoupled from each other. The latching element 51 is latched in the latching contour 53, thereby holding the second sliding sleeve 32 in its position facing the gear 16. Due to the rotationally fixed coupling of the intermediate shaft 15 and the first gear 16, the internal combustion engine 5 is operatively connected to the electric machine 6 in a rotationally fixed manner in the first switching position, thereby switching to series operation. In this series operating mode, the internal combustion engine 5 drives the electric motor 6, wherein the electric motor 6 supplies electrical energy to the electric motor 7, which can temporarily store the electrical energy generated in this way in a battery or battery pack, and drive the motor vehicle purely electrically. In this operating state, the air conditioning compressor 20 (refer to Figure 1 ) is driven by the internal combustion engine 5 via gear 16.

[0061] In addition to the series operating mode, a purely electric operating mode, a starting mode for the internal combustion engine, a stationary charging mode, an operating mode for purely electric reverse driving, and an energy recovery mode can also be provided in the first switching position.

[0062] By displacing the switching sleeves 31 , 32 , the other switching state of the switching device 14 is set accordingly.

[0063] Figure 3 Based on the block diagram 63, Figure 1 The operation of the hybrid powertrain 1, which uses Figure 1 1 .

[0064] The control unit ST sets the operating mode according to the desired air conditioning KW selected by the driver or occupant of the motor vehicle and according to operating parameters BP of the motor vehicle such as the outside temperature of the passenger compartment, the inside temperature, the vehicle speed, the battery charge level, the position of the accelerator pedal, etc.

[0065] In the first operating mode “Electric Drive” EF, the motor vehicle 2 is operated electrically only by means of the first electric machine 7 . The air-conditioning compressor 20 is driven by means of the second electric machine 6 and / or by means of both electric machines 6 , 7 .

[0066] In the second operating mode, "Series Drive," SF, the motor vehicle 2 is driven purely electrically by means of the first electric machine 7. The internal combustion engine 5 drives the electric machine 6 as a generator. The air conditioning compressor 20 is driven by the electric machine 6 or by the internal combustion engine 5.

[0067] In the third operating mode, "Parallel Drive," the motor vehicle 2 is driven in a hybrid manner using the internal combustion engine 5 and the electric machine 7. The air conditioning compressor 20 is driven by the internal combustion engine 5, which can optionally drive the electric machine 6, which is switched to operate as a generator. In boost mode, the electric machine 6 can also be switched to operate as a motor, and the air conditioning compressor 20 can be switched off.

[0068] Figure 4 Shown Figure 1 and Figure 2 Used for Figure 1 A circuit diagram 64 shows the wiring of the switching device 14 for setting the operation of the air-conditioning compressor 20 .

[0069] In with Figure 2 The clutch K1 corresponding to the reference numeral 41 in FIG. 1 is open and Figure 2 When the clutch K2 corresponding to the reference numeral 42 in FIG. 5 is closed, the internal combustion engine 5 drives the air-conditioning compressor 20 .

[0070] When both clutches K1 , K2 are disengaged, the electric motor 6 drives the air-conditioning compressor 20 .

[0071] When the clutch K1 is disengaged and the clutch K2 is engaged, the electric motor 7 drives the air-conditioning compressor 20 .

[0072] Reference Signs List

[0073] 1 Hybrid powertrain

[0074] 2 Motor vehicles

[0075] 3.3a ​​Drive axle

[0076] 4.4a driving wheel

[0077] 5 Internal combustion engine

[0078] 6 Motor

[0079] 7 Motor

[0080] 8a, 8b, 8c Rotation axis

[0081] 9 Output shaft

[0082] 10 rotor shaft

[0083] 11 Rotor shaft

[0084] 12 drive section

[0085] 13 Transmission

[0086] 14 Switching device

[0087] 15 intermediate shaft

[0088] 16 gears

[0089] 17 Gear

[0090] 18 gears

[0091] 19 Gear

[0092] 20 Air conditioning compressor

[0093] 21 Compressor shaft

[0094] 22 intermediate gear

[0095] 23 Planetary gear unit

[0096] 24 Planetary gear carrier

[0097] 25 Sun gear

[0098] 26 Planetary gears

[0099] 27 Ring gear

[0100] 28 Braking device

[0101] 29 Input wheel

[0102] 30 Differential drive

[0103] 31 First sliding sleeve

[0104] 32 Second sliding sleeve

[0105] 33, 34 Basic body

[0106] 35, 36 Acceptance Profile

[0107] 37a, 38a ends

[0108] 37b, 38b ends

[0109] 39, 40 rod elements

[0110] 41, 42 Clutch

[0111] 43, 44 joint sections

[0112] 45 through hole

[0113] 46, 47 internal teeth

[0114] 48, 49 Locking elements

[0115] 50, 51 Latch element

[0116] 52, 53 Latch profile

[0117] 54 Transmission elements

[0118] 55 Transmission elements

[0119] 56, 57 external teeth

[0120] 58a, 58b support bearings

[0121] 59a, 59b radial bearings

[0122] 60a, 60b, 60c axial bearings

[0123] 63 Block Diagram

[0124] 64 Circuit Diagram

[0125] BP operating parameters

[0126] EF Electric Drive

[0127] KW Expected Air Conditioning

[0128] PF parallel drive

[0129] SF series drive

[0130] ST control unit.

Claims

1. A method for controlling an air-conditioning compressor (20) in a hybrid powertrain (1) of a motor vehicle (2), the hybrid powertrain comprising an internal combustion engine (5) and a first electric machine (7) and a second electric machine (6), the second electric machine being an electric machine operating as a generator, each of the electric machines (6, 7) and / or the internal combustion engine (5) being operatively connectable to the air-conditioning compressor (20) so as to serve as a driver for the air-conditioning compressor, characterized in that The drive is selected according to the desired air conditioning (kW) selected by the occupants of the motor vehicle (2), and the drive is additionally selected according to the operating mode of the hybrid powertrain (1), when the hybrid powertrain (1) is operated only electrically in the drive of the first drive type, the second electric machine (6) and the air conditioning compressor (20) are disconnected from the hybrid powertrain (1), and the air conditioning compressor (20) is driven only using the second electric machine (6).

2. The method according to claim 1, characterized in that When the hybrid powertrain (1) is operated only electrically in the drive of the second drive type, the air-conditioning compressor (20) is driven using the first electric machine (7) and / or the second electric machine (6).

3. The method according to claim 2, characterized in that A selection is made between a first drive type and a second drive type depending on the power required by the air-conditioning compressor (20), the load requirements on the hybrid powertrain (1) and / or a determined operating point of a characteristic curve of the electric machine (6, 7) and / or the air-conditioning compressor (20).

4. The method according to claim 1 or 2, characterized in that When a load demand on the hybrid powertrain (1) exceeds a predetermined threshold, the air conditioning compressor (20) is shut down for the duration of the load demand.

5. The method according to claim 1 or 2, characterized in that When it is determined that the air-conditioning compressor (20) has failed, the air-conditioning compressor (20) is shut down.

6. The method according to claim 5, characterized in that A fault is determined based on the pressure applied to the air-conditioning compressor (20).

7. The method according to claim 6, characterized in that Faults are determined by comparing the torque production of the hybrid powertrain (1) with an coupled air conditioning compressor (20) to the torque production of the hybrid powertrain without the coupled air conditioning compressor.

8. A hybrid powertrain (1) comprising an internal combustion engine (5), a first electric machine (7) and a second electric machine (6) operated as a generator, an air-conditioning compressor (20) for an air-conditioning system and at least one control unit (ST) for controlling the air-conditioning compressor, wherein: The air conditioning compressor (20) is connected to the second electric machine (6) in a rotationally locked manner and is designed to be connectable to the internal combustion engine (5) and the first electric machine (7) by means of a switching device (14), characterized in that a routine for carrying out the method according to one of claims 1 to 7 is implemented in the at least one control unit.

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