Control device, drive device for a vehicle with such a control device, vehicle with such a control device, and method for operating a vehicle

Abstract

Control device (5) for controlling a drive device (3) of a vehicle (1), with - at least one test module (21) which is configured to automatically check, in response to a stop signal, whether a first coupling device (11) of the drive device (3), which is configured to mechanically connect an electric machine (7) of the drive device (3) to a drive shaft (13) of the drive device (3), is closed, - at least one clutch actuation module (23) which is operatively connected to and configured with the at least one test module (21) to automatically close the first clutch device (11) if the test by the at least one test module (21) shows that the first clutch device (11) is not closed, and with - at least one control module (19) which is operatively connected to and configured with the at least one clutch actuation module (23) to automatically control the electric machine (7) after the first clutch device (11) has been closed by the at least one clutch actuation module (23) in such a way that the drive shaft (13) is acted upon by the electric machine (7) via the first clutch device (11) in the braking direction of the vehicle (1) having the drive device (3), characterized in that - that at least one test module (21) is set up to check whether an internal combustion engine (9) of the drive device (3) is running and is connected to the drive shaft (13) via a second coupling device (15), that - that at least one test module (21) is set up to generate an internal combustion engine operating signal when the internal combustion engine (9) is running and connected to the drive shaft (13) via the second coupling device (15), that - that at least one test module (21) is also set up to detect a rotational speed of the internal combustion engine (9), and to generate a first rotational speed signal when the rotational speed falls below a first limit speed, and to generate a second rotational speed signal when the rotational speed exceeds a second limit speed, that - that at least one control module (19) is operatively connected to and configured with at least one test module (21) to receive the internal combustion engine operating signal, that - that at least one control module (19) is set up to control the electric machine (7) before ◯ to operate the internal combustion engine (9) at idle when the internal combustion engine operating signal is received by the at least one control module (19), or to ◯ to start an idle operation of the internal combustion engine (9) and to close the second clutch device (15) if the internal combustion engine operating signal is not received by the at least one control module (19), that - that at least one clutch actuation module (23) is operatively connected to and configured with at least one test module (21) to receive the first speed signal and the second speed signal, that - that at least one clutch actuation module (23) is also configured to open the second clutch device (15) upon receiving the first speed signal, that - that at least one control module (19) is set up to control a transmission (17) of the drive device (3) in order to perform a direction-of-travel gear change in the transmission (17) when the second clutch device is opened by the at least one clutch actuation module (23), that - that at least one clutch actuation module (23) is provided to close the second clutch device (15) upon receipt of the second speed signal, and that - that at least one control module (19) is provided to control the internal combustion engine (9) upon closing of the second clutch device (15) in order to additionally actuate the drive shaft (13) by the internal combustion engine (9) via the second clutch device (15) in the braking direction of the vehicle (1) having the drive device (3).

Description

[0001] The invention relates to a control device, a drive device for a vehicle with such a control device, a vehicle with such a control device, and a method for operating a vehicle.

[0002] In vehicle operation, particularly in hazardous or emergency situations, the requirement arises to bring the vehicle to a standstill as quickly and over the shortest possible distance – also known as the braking distance – or even to reverse its direction of travel. In any case, the vehicle's speed must be reduced as quickly as possible in such a situation. This, in turn, necessitates the use of as many of the vehicle's own speed-reduction mechanisms as possible – or at least the most efficient ones. These mechanisms should be activated with minimal delay as soon as a hazardous or emergency situation is detected.In vehicles equipped with an electric motor in the drivetrain, controlling the motor for braking represents a particularly efficient mechanism for reducing vehicle speed. However, in existing vehicles, the problem arises that the electric motor can often only be activated with a comparatively long delay to initiate or assist braking. This delay is especially pronounced when the electric motor can be selectively connected to or disconnected from the drivetrain via a clutch. This is particularly relevant when the vehicle operator, especially the driver, must first check whether the clutch is engaged, and may even have to engage it manually, before the electric motor can be used to decelerate the vehicle.

[0003] A control device according to the preamble of claim 1 is known from DE 10 2015 221 861 A1.

[0004] Further control devices are known from DE 10 2017 205 397 A1, DE 10 2010 056 034 A1, DE 20 2005 019 775 U1, DE 10 2004 025 830 A1, DE 102 21 701 A1, DE 10 2014 204 375 A1, DE 10 2009 039 360 A1, DE 10 2016 106 816 A1, DE 10 2010 042 995 A1, DE 102012 107 963 A1 and DE 10 2017 200 978 A1.

[0005] The invention is therefore based on the objective of creating a control device, a drive device for a vehicle with such a control device, a vehicle with such a control device, and a method for operating a vehicle, wherein the aforementioned disadvantages are at least reduced, preferably do not occur.

[0006] The problem is solved by creating a control device for controlling a drive device of a vehicle according to claim 1. Further embodiments are described in the dependent claims.

[0007] The control device includes at least one test module configured to automatically check, upon a stop signal, whether a first coupling device of the drive device, which is configured to mechanically connect an electric machine of the drive device to a drive shaft of the drive device, is closed. The control device includes at least one coupling actuation module, which is operatively connected to the at least one test module and configured to automatically close the first coupling device if the test by the at least one test module indicates that the first coupling device is not closed.The control device also includes at least one control module, which is operatively connected to and configured with the at least one clutch actuation module to automatically control the electric machine after the first clutch device has closed—particularly in response to the stop signal—such that the drive shaft is driven by the electric machine via the first clutch device in the braking direction of the vehicle equipped with the drive device. In this way, the electric machine can advantageously be used very quickly, i.e., with very little delay, to reduce the vehicle's speed. In particular, since the check to see whether the first clutch device is closed is carried out automatically, the driver is relieved of this task, and the automatic check can be performed more quickly than would be possible for the driver.In particular, since the first clutch engages automatically, there is no need for manual operation of the first clutch by the driver, which avoids or at least drastically reduces any delay that would otherwise occur when engaging the electric motor. With the control device proposed here, the vehicle can be decelerated particularly quickly and effectively in a dangerous or emergency situation. Collisions can be advantageously avoided, or at least the damage caused by collisions can be reduced, as the impact energy is effectively reduced. The electric motor can be used to assist the internal combustion engine, which may allow for a smaller internal combustion engine in the drivetrain. Since the electric motor is used to decelerate the vehicle, this does not result in any disadvantage in a dangerous or emergency situation.Last but not least, the system comfort of the vehicle is increased because the functions described here are triggered automatically, thus relieving the driver.

[0008] In particular, all steps listed here are automatically triggered by the stop signal, meaning they are carried out automatically upon receiving the stop signal. Specifically, the stop signal automatically triggers the entire sequence or cascade of the measures listed here. Furthermore, the steps listed here are preferably triggered automatically by the stop signal, regardless of the vehicle's current driving mode.

[0009] Preferably, the at least one control module is configured to automatically control the electric machine after the first clutch device has been closed by the at least one clutch actuation module in such a way that the drive shaft is subjected to maximum or maximum possible power – motor or generator – of the electric machine, or with its rated power, in the braking direction of the vehicle having the drive device, via the first clutch device.

[0010] In the context of this technical teaching, the fact that the drive shaft is subjected to braking force in the direction of travel of the vehicle carrying the drive device means, in particular, that a braking torque – from the vehicle's perspective – is introduced into the drive shaft. A braking torque is understood to be, in particular, a torque suitable for reducing the instantaneous speed of the vehicle carrying the drive device. In a preferred embodiment, the braking torque can be a torque that brakes the drive shaft itself; in this case, the control device is preferably configured to determine the instantaneous direction of movement – ​​in particular, the instantaneous direction of rotation – of the drive shaft and to generate the braking torque in such a way that it is directed opposite to the instantaneous direction of movement.Alternatively or additionally – particularly in a temporally sequential manner – the braking torque can also be a torque that accelerates the drive shaft in a direction of movement – ​​in particular a direction of rotation – whereby the corresponding acceleration of the drive shaft causes a reduction in the vehicle's speed. In this case, the control device is preferably configured to determine a direction of movement – ​​in particular a direction of rotation – for the drive shaft that reduces the vehicle's speed and to control the electric motor in such a way that it generates the braking torque as a torque that accelerates the drive shaft in the determined direction of movement. This configuration is particularly advantageous for a watercraft or ship in which a propeller can be driven against an instantaneous direction of rotation to reduce the watercraft's speed.

[0011] A module can be implemented in the control device, preferably in hardware or software. In particular, the functionality of a module can be implemented in the control device preferably in hardware and / or software. The module does not necessarily have to be a separate, physically or conceptually separable device or structure. A module can, in particular, comprise a plurality of sub-modules.

[0012] In the context of this technical teaching, a coupling device is understood to be, in particular, a coupling, preferably a friction coupling, preferably in combination with a mechanism for selectively opening and closing the coupling. In the context of this technical teaching, the term "open" for a coupling device is understood to mean, in particular, that a drive-operating connection, which can be selectively established or disconnected by means of the coupling device, is disconnected. Similarly, in the context of this technical teaching, the term "closed" for a coupling device is understood to mean, in particular, that the drive-operating connection is established.

[0013] The fact that the at least one clutch actuation module is configured to close a clutch device, in particular the first clutch device—but preferably also the second clutch device mentioned later—means, in particular, that the clutch actuation module is configured to send a closing signal to the clutch device. The clutch device, in turn, is preferably configured to receive the closing signal and to close the clutch upon receiving the closing signal. Accordingly, the following statement that the clutch actuation module is configured to open a clutch device, in particular the first clutch device—but preferably also the second clutch device mentioned later—means that the clutch actuation module is configured to send an opening signal to the clutch device.The coupling device is specifically designed to receive the opening signal and to open the coupling device in response to the opening signal.

[0014] In the context of this technical teaching, a signal is understood to mean, in particular, any electrical or electronic representation of a state of affairs, a message, or a command, especially one that can be written and read automatically. In a preferred embodiment, such a signal may be a bit or a sequence of bits, the value of a specific variable, an analog signal, in particular a current or voltage value, or a digital signal. Sending a signal also includes, in particular, writing a corresponding electrical or electronic representation. Receiving a signal also includes, in particular, reading a corresponding electrical or electronic representation.

[0015] The stop signal is specifically an emergency stop signal or crash stop signal. Such a signal is generated particularly when an impending collision is detected, especially to avoid the impending collision or at least to reduce the impact speed.

[0016] A drive shaft is understood to be, in particular, a shaft or shaft section in a vehicle's drive train designed to transmit propulsion power. In the case of a vessel designed as a watercraft, especially a ship, the drive shaft may preferably be a propeller shaft.

[0017] According to a further development of the invention, the at least one control module is configured to control an internal combustion engine of the drive device. The at least one clutch actuation module is also configured to selectively open or close a second clutch device, which is configured to mechanically connect the internal combustion engine to the drive shaft of the drive device.

[0018] The second coupling device is preferably configured to connect the internal combustion engine mechanically in parallel, in particular alternatively or additionally to the electric machine, to the drive shaft of the drive device.

[0019] In a preferred embodiment, the drive system is designed as a hybrid drive, in particular as a parallel hybrid drive. The electric machine and the internal combustion engine can operate together in various modes to propel the vehicle, preferably with either the electric machine alone, the internal combustion engine alone, or both the electric machine and the internal combustion engine together propelling the vehicle.

[0020] In a preferred embodiment, the control device comprises exactly one control module configured for the functions described in the context of this technical teaching. However, in another preferred embodiment, it is also possible for the control device to have a plurality of control modules, for example, a first control module for controlling the electric machine and a second control module for controlling the internal combustion engine.

[0021] In a preferred embodiment, the control device comprises exactly one clutch actuation module configured for the functions described in the context of this technical teaching. However, in another preferred embodiment, it is also possible for the control device to comprise a plurality of clutch actuation modules, in particular a first clutch actuation module for actuating the first clutch device and a second clutch actuation module for actuating the second clutch device.

[0022] According to a further development of the invention, the at least one control module is configured to control the electric machine for applying force to the drive shaft in the braking direction of the vehicle carrying the drive device, such that the electric machine operates as a generator, whereby a braking torque is introduced into the drive shaft by recuperating kinetic energy of the drive shaft in the electric machine. In this case, the drive shaft is braked by the electric machine. This is particularly advantageous as the sole braking mode when the vehicle is designed as a land vehicle, especially as a rail vehicle or a mining vehicle.

[0023] Alternatively or additionally, at least one control module is configured to control the electric machine for applying power to the drive shaft in the braking direction of the vehicle equipped with the drive device, such that the electric machine operates as a motor, driving the drive shaft in the opposite direction to the vehicle's current drive rotation to decelerate it. In this case, the electric machine does not brake the drive shaft but accelerates it; this braking mode is particularly advantageous when the vehicle is a watercraft, especially a ship.

[0024] The direction of rotation of the drive is, in particular, the direction of rotation of the drive shaft in which the vehicle is propelled along its current direction of travel, regardless of whether the vehicle is currently moving forward, backward, or in another direction. In this context, it is generally known, for example, that a ship moving backward can be braked by issuing the "full speed ahead" steering command.

[0025] The aforementioned braking modes can preferably be combined. In particular, for example, during a braking maneuver on a ship, the drive shaft, which is rotating in the current direction of rotation, is first decelerated before being accelerated in the opposite direction. For this purpose, the electric machine is preferably first operated as a generator to decelerate the drive shaft, and then – particularly after a gear change in a transmission – the electric machine is operated as a motor to drive the drive shaft in the opposite direction of rotation.

[0026] According to a further development of the invention, the control device has at least one stop signal module selected from a group consisting of: a stop signal receiving module configured to receive the stop signal, and a stop signal generating module configured to generate the stop signal depending on at least one sensor signal.

[0027] The stop signal module is operatively connected to the test module or is part of the test module. The stop signal module is specifically configured to cause the test module to perform the test to determine whether the first coupling device is closed in response to the stop signal. If the stop signal module is operatively connected to the test module, it is preferably configured to transmit the stop signal itself, or another signal in response to the stop signal, to the test module.

[0028] If the stop signal module is a stop signal receiving module, the control device, preferably the test module, is configured to receive the stop signal. In this case, the stop signal is generated externally by the control device, for example, manually by an operator of the propulsion device, in particular a vessel operator, such as the captain or helmsman of a vessel, a train conductor, or a mine operator, or by a sensor device, an assistance system, a vehicle-external monitoring system, such as a port, rail, or mine monitoring system, or monitoring personnel such as a pilot, port authority, rail traffic monitoring personnel, or mine management personnel.

[0029] If, on the other hand, the stop signal module is a stop signal generation module, it is preferably configured to generate the stop signal in the control device in response to at least one other signal or request, for example, a sensor signal from a distance sensor, particularly after evaluating the at least one signal, especially to detect an impending collision. In a preferred embodiment, the stop signal generation module is configured to generate the stop signal in response to a plurality of other signals, particularly a plurality of signals from different sensors. Preferably, the control device is configured to perform sensor fusion, wherein the stop signal generation module is configured to generate the stop signal depending on the result of the sensor fusion.This makes it possible, in particular, to predict a potentially imminent collision with exceptional precision and to react to it in a particularly targeted, early and rapid manner.

[0030] According to the invention, the at least one test module is configured to check whether an internal combustion engine of the drive device is running and connected to the drive shaft via a second coupling device. The at least one test module is configured to generate an internal combustion engine operating signal when the engine is running and connected to the drive shaft via the second coupling device. The at least one test module is also configured to detect the rotational speed of the internal combustion engine and to generate a first speed signal when the detected speed falls below a first limit speed, and to generate a second speed signal when the detected speed exceeds a second limit speed. The at least one control module is operatively connected to the at least one test module and configured to receive the internal combustion engine operating signal.The at least one control module is configured to: operate the internal combustion engine in idle mode before activating the electric machine, if the internal combustion engine operating signal is received by the at least one control module; or initiate idle operation of the internal combustion engine and close the second clutch device before activating the electric machine, if the internal combustion engine operating signal is not received by the at least one control module. This advantageously ensures that the internal combustion engine is dragged during braking of the drive shaft, thus providing additional torque for braking the drive shaft. In particular, the electric machine – preferably at maximum power or rated power – is now controlled by the at least one control module as a generator, and the drive shaft is braked.The at least one clutch actuation module is operatively connected to the at least one test module and configured to receive the first and second speed signals. The at least one clutch actuation module is also configured to open the second clutch upon receiving the first speed signal. The internal combustion engine preferably continues to operate at idle. Preferably, at this moment, the drive shaft is largely decelerated, and the power output of the electric machine operating as a generator is reduced by the at least one control module. The at least one control module is configured to actuate a transmission of the drive device to perform a gear change in the transmission when the second clutch is opened by the at least one clutch actuation module.Preferably, the electric machine is controlled by the at least one control module as a motor – preferably at maximum power or rated power – to accelerate the drive shaft – due to the change in direction / gear, resulting in the deceleration of the vehicle. The at least one clutch actuation module is configured to close the second clutch device upon receiving the second speed signal. Furthermore, the at least one control module is configured to control the internal combustion engine upon the closure of the second clutch device – particularly when a predetermined slip limit is undershot – in order to additionally drive the drive shaft via the second clutch device in the braking direction of the vehicle equipped with the drive unit.

[0031] The internal combustion engine is preferably operated at idle, either by operating it at its idle speed with a fuel supply when not being towed by the drive shaft, or by being towed by the drive shaft with the fuel supply to the internal combustion engine interrupted, in particular by stopping the injection of fuel into at least one combustion chamber of the internal combustion engine, and especially into all combustion chambers of the internal combustion engine. In particular, during towed operation, the speed of the internal combustion engine may deviate from the idle speed, and the towed operation is nevertheless referred to as idling operation due to the interrupted fuel supply.

[0032] Preferably, the control device is configured to control all drive units, in particular the electric motor and the internal combustion engine, and / or the clutch devices when the vehicle's speed falls below a predetermined limit, in such a way as to prevent any further influence of the drive units on the vehicle's speed. In particular, the control device can be configured to switch off the drive units and / or open the first and second clutch devices in this case.

[0033] In a preferred embodiment, the control device comprises exactly one test module configured for the functions described in the context of this technical teaching. However, in another preferred embodiment, the control device may also comprise a plurality of test modules, in particular, for example, a first test module for checking whether the first clutch device is engaged, a second test module for checking whether the internal combustion engine is running and the second clutch device is engaged, and a third test module for recording the rotational speed and, preferably, for comparing it with the first limiting speed and the second limiting speed.

[0034] It is possible for the first and second limiting speeds to be the same. In a preferred embodiment, the first and second limiting speeds are equal to the idle speed of the internal combustion engine. However, it is also possible for the first and second limiting speeds to be different; in this way, hysteresis can be provided, in particular, for actuating the second clutch device. In a preferred embodiment, the first limiting speed differs from the idle speed by a first predetermined speed difference, and the second limiting speed differs from the idle speed by a second predetermined speed difference. It is preferably possible for the first and second speed differences to be the same. In another preferred embodiment, however, it is also possible for the first speed difference to be different from the second speed difference.Preferably, the first limiting speed is lower than the idle speed by the first speed difference. Preferably, the second limiting speed is higher than the idle speed by the second speed difference.

[0035] The problem is also solved by creating a drive device for a vehicle according to claim 5. Further embodiments are described in the dependent claims.

[0036] The drive device comprises an electric motor, an internal combustion engine, and a first coupling device, wherein the electric motor can be selectively mechanically connected to or disconnected from a drive shaft of the drive device via the first coupling device. The drive device also comprises a second coupling device, via which the internal combustion engine can selectively be mechanically connected to or disconnected from the drive shaft. Furthermore, the drive device comprises a control device according to the invention or a control device according to one or more of the previously described embodiments. The advantages already explained in connection with the control device arise particularly in connection with the drive device.

[0037] The control device, in particular the control module of the control device, is preferably operatively connected to the electric machine and to the internal combustion engine for their respective control. The control device, in particular the clutch actuation module of the control device, is preferably operatively connected to the first clutch device and to the second clutch device for their respective control. It is possible that the test module is directly operatively connected, in particular to the clutch actuation modules and / or the internal combustion engine; however, it is also possible that the test module is connected on the one hand to the control module and / or on the other hand to the clutch actuation modules, and in particular may be configured to indirectly monitor the clutch devices and / or the internal combustion engine.

[0038] According to a further development of the invention, the drive device has a transmission which is configured to perform a change of direction of travel, wherein the first clutch device is mechanically arranged between the electric machine and the transmission, wherein the second clutch device is mechanically arranged between the internal combustion engine and the transmission, and wherein the control device, in particular the at least one control module, is operatively connected to the transmission in order to control the transmission, in particular to initiate the change of direction of travel.

[0039] The problem is also solved by creating a vehicle according to claim 7. Further embodiments are described in the dependent claims.

[0040] The vehicle comprises a control device according to the invention or a control device according to one or more of the embodiments described above, or wherein the vehicle comprises a drive device according to the invention or a drive device according to one or more of the embodiments described above. In connection with the vehicle, the advantages that arise are particularly those already explained in connection with the control device and the drive device.

[0041] According to a further development of the invention, it is provided that the vehicle is designed as a ship vehicle, a rail vehicle, or a mining vehicle.

[0042] Particularly when the vehicle is designed as a vessel, the electric machine, as previously explained, is initially controlled as a generator to decelerate the drive shaft during a braking maneuver. Subsequently, particularly after a gear change, the electric machine is controlled as a motor to accelerate the drive shaft again, thus decelerating the vessel. In a preferred embodiment, the drive shaft is mechanically connected to a propeller of the vessel, and in particular, is rotationally fixed to the propeller.

[0043] Particularly when the vehicle is designed as a rail vehicle or a mining vehicle, the electric machine is preferably controlled as a generator to decelerate the drive shaft during a braking maneuver. Acceleration of the drive shaft for the purpose of decelerating the vehicle is preferably not carried out in this case, as this could lead to damage or even destruction of the drive train, especially the drive shaft and / or the transmission, due to the vehicle's connection to a solid surface such as a rail track, a road, or the ground via suitable rolling elements such as wheels or tracks.

[0044] The problem is ultimately solved by creating a method according to claim 9. Further embodiments are described in the dependent claims.

[0045] The method is for operating a vehicle according to the invention or a vehicle according to one or more of the embodiments described above, wherein a) upon a stop signal, it is automatically checked whether a first coupling device of the drive device, which is configured to mechanically connect an electric machine of the drive device to a drive shaft of the drive device, is closed, wherein b) the first coupling device is automatically closed if the first coupling device is not closed, and wherein c) the drive shaft is automatically driven by the electric machine via the first coupling device in the braking direction of the vehicle. The advantages of the method are particularly evident in connection with the control device, the drive device, and the vehicle.

[0046] In particular, process steps that have been explicitly or implicitly explained in connection with the control device, the drive device or the vehicle are preferably, individually or in combination with each other, steps of a preferred embodiment of the process.

[0047] Preferably, the drive shaft is acted upon by the electric machine in the braking direction of the vehicle by operating the electric machine as a generator, whereby a braking torque is introduced into the drive shaft by recuperating kinetic energy of the drive shaft in the electric machine, and / or by operating the electric machine as a motor, whereby the drive shaft is driven against an instantaneous drive rotation direction in order to decelerate the vehicle.

[0048] According to a preferred embodiment of the method, the stop signal is generated outside of the vehicle's control device and received by the control device. In particular, it is possible for the control signal to be generated manually by a driver, or by a sensor device, an assistance system, an external vehicle monitoring system, or monitoring personnel such as a pilot or port authority. If the stop signal is generated externally, it is preferably received by the vehicle.

[0049] According to an alternative preferred embodiment, the stop signal is generated in the vehicle, particularly in the control device, especially in response to at least one other signal, for example, a sensor signal from a distance sensor, and especially after evaluating the at least one other signal, particularly the at least one sensor signal. It is possible that sensor fusion of a plurality of sensor signals is performed.

[0050] According to a further development of the invention, it is provided that, when an internal combustion engine of the drive device is running and connected to the drive shaft via a second coupling device, the internal combustion engine is operated at idle before step c). Then, preferably, the electric machine – preferably at maximum power or rated power – is operated as a generator to decelerate the drive shaft. The second coupling device is opened when a first limit speed is undershot. Preferably, the internal combustion engine continues to operate at idle with the second coupling device open. Preferably, the power of the electric machine is now reduced. A gear change is performed in a transmission of the drive device. The electric machine is now preferably – preferably at maximum power or rated power – operated as a motor to accelerate the drive shaft.The second clutch device is closed when a second limit speed is exceeded, and the drive shaft is additionally acted upon by the internal combustion engine via the second clutch device in the braking direction of the vehicle - particularly when a predetermined slip limit value in the second clutch device is undershot.

[0051] According to a further development of the invention, if an internal combustion engine of the drive device is not running and a second clutch device, which is configured to mechanically connect the internal combustion engine to the drive shaft, is open, the internal combustion engine is idling before step c) and the second clutch device is closed. Then, preferably, the electric motor – preferably at maximum power or rated power, particularly when a predetermined slip limit in the second clutch device is undershot – is activated as a generator to brake the drive shaft. The second clutch device is opened when a first limit speed is undershot. The internal combustion engine preferably continues to operate at idle with the second clutch device open.

[0052] Preferably, the power output of the electric motor is now reduced. A gear change is performed in a transmission of the drive unit. The electric motor is now preferably operated – preferably at maximum or rated power – as a motor to accelerate the drive shaft. The second clutch is engaged when a second limit speed is exceeded, and the drive shaft – particularly when a predetermined slip limit in the second clutch is undershot – is additionally driven by the internal combustion engine via the second clutch in the braking direction of the vehicle.

[0053] In a preferred embodiment, the control device is configured to carry out the method according to the invention or one or more of the previously described embodiments of the method.

[0054] The invention will be explained in more detail below with reference to the drawing. The drawing shows: Fig. 1 a schematic representation of an embodiment of a vehicle with an embodiment of a drive device and an embodiment of a control device; Fig. 2 a representation of a first embodiment of a method for operating the vehicle 1 according to Fig. 1 in the form of a flowchart, and Fig. 3 A representation of a second embodiment of the method in the form of a flowchart.

[0055] Fig. Figure 1 shows a schematic representation of an embodiment of a vehicle 1 with an embodiment of a drive device 3 and an embodiment of a control device 5. In the embodiment shown here, the vehicle 1 is designed as a marine vehicle, in particular as a ship. Other embodiments are possible in which the vehicle 1 is designed as a rail vehicle or as a mining vehicle.

[0056] The drive device 3 comprises an electric machine 7 and an internal combustion engine 9. The electric machine 7 can be selectively mechanically connected to or disconnected from a drive shaft 13 of the drive device 3 via a first coupling device 11. The internal combustion engine 9 can be selectively mechanically connected to or disconnected from the drive shaft 13 via a second coupling device 15. The drive device 3 also comprises the control device 5.

[0057] Furthermore, the drive device 3 preferably includes a transmission 17 configured to perform a direction-of-travel gear change. The first clutch device 11 is mechanically arranged between the electric motor 7 and the transmission 17. The second clutch device 15 is mechanically arranged between the internal combustion engine 9 and the transmission 17. The control device 5, in particular a control module 19 of the control device 5, is operatively connected to the transmission 17 to control the transmission 17, in particular to initiate the direction-of-travel gear change.

[0058] The control device 5 has a test module 21, which is configured to automatically check, upon receiving a stop signal, whether the first clutch device 11 is closed. The control device 5 also has a clutch actuation module 23, which is operatively connected to the test module 21 and configured to automatically close the first clutch device 11 if the test module 21 determines that the first clutch device 11 is not closed. The control module 19 is operatively connected to the clutch actuation module 23 and configured to automatically control the electric machine 7 after the first clutch device 11 has been closed by the clutch actuation module 23, such that the drive shaft 13 is driven by the electric machine 7 via the first clutch device 11 in the braking direction of the vehicle 1.In particular, since the cascade of measures described here, and especially the check to see if the first coupling device 11 is closed, as well as, if necessary, the closing of the first coupling device 11 and the activation of the electric machine 7, is carried out automatically in response to the stop signal, the vehicle 1 can be braked very efficiently and with extremely little time delay in a dangerous or emergency situation, in particular to avoid an imminent collision if possible or at least to reduce damage resulting from the collision.

[0059] The control module 19 is preferably configured to control the internal combustion engine 9, and the clutch actuation module 23 is preferably configured to selectively open or close the second clutch device 15.

[0060] The control module 19 is preferably configured to control the electric machine 7 for applying force to the drive shaft 13 in the braking direction of the vehicle 1 such that the electric machine 7 is operated as a generator, whereby a braking torque is introduced into the drive shaft 13 by recuperating kinetic energy from the drive shaft 13 in the electric machine 7. Alternatively or additionally, the control module 19 is configured to control the electric machine 7 for applying force to the drive shaft 13 in the braking direction of the vehicle 1 such that the electric machine 7 is operated as a motor, whereby the drive shaft 13 is driven in the opposite direction to the current drive rotation in order to decelerate the vehicle 1.In particular, it is possible that the control module 19 is set up to initially operate the electric machine 7 as a generator and to decelerate the drive shaft 13 by recuperating kinetic energy, in order to then, in particular after the change of direction of travel, operate the electric machine 7 as a motor and drive the drive shaft 13 against the current direction of rotation, that is to say, in particular to accelerate it.

[0061] The control device 5 preferably includes a stop signal module 25. In a preferred embodiment, the stop signal module 25 is configured as a stop signal receiving module, which is set up to receive the preferably externally generated stop signal, for example, as a stop signal manually generated by a driver of the vehicle 1, or from a sensor device, an assistance system, a vehicle-external monitoring system, or monitoring personnel, for example, a pilot or a port authority. In another preferred embodiment, the stop signal module 25 is configured as a stop signal generating module, which is set up to generate the stop signal depending on at least one sensor signal.The at least one sensor signal can, for example, be a signal from a distance sensor, and the stop signal can be generated, in particular, after evaluating the at least one sensor signal—preferably to detect an impending collision and, if possible, prevent it. It is also possible that a plurality of sensor signals influence the decision to generate the stop signal. In particular, it is possible that the control device 5, especially the stop signal generation module, is configured to generate the stop signal based on a sensor fusion of a plurality of sensor signals.

[0062] Fig. Figure 2 shows a representation of a first embodiment of a method for operating the vehicle 1 according to Fig. 1 in the form of a flowchart.

[0063] Identical and functionally equivalent elements are provided with the same reference symbols in all figures, so that reference is made to the preceding description in each case.

[0064] In a first step S1, a stop signal is received or generated. In a second step S2, the system automatically checks whether the first coupling device 11 is closed, based on the stop signal. In a third step S3, the first coupling device (KV) 11 is automatically closed if it was previously determined in the second step S2 that the first coupling device 11 is not closed. The process then continues in a fourth step S4. If it is determined in the second step S2 that the first coupling device 11 is closed, the process continues directly in the fourth step S4. In the fourth step S4, the drive shaft 13 is automatically energized by the electric machine (EM) 7 via the closed first coupling device 11 in the braking direction of the vehicle 1.

[0065] Fig. Figure 3 shows a representation of a second embodiment of the method in the form of a flowchart. The first three steps S1 to S3 correspond to the first three steps S1 to S3 according to the first embodiment of the method. Fig. 2. In contrast to the first embodiment according to Fig. 2 is now in the second embodiment of the method according to Fig. In the fourth step S4, it is checked whether the internal combustion engine 9 (IC) is running and connected to the drive shaft 13 via the second coupling device 15. If this is the case, in a fifth step S5 the internal combustion engine 9 is operated at idle or towed, in particular by interrupting the fuel supply to the internal combustion engine 9, especially by stopping the injection of fuel into at least one combustion chamber of the internal combustion engine 9, preferably into all combustion chambers of the internal combustion engine 9. In a sixth step S6, the electric machine 7 is switched on – analogously to the fourth step S4 according to the first embodiment. Fig.2 - in particular, driven at maximum power or rated power as a generator to brake the drive shaft 13 (AW). In a seventh step S7, it is checked whether a first limit speed (GZ1) is undershot by the speed of the internal combustion engine 9. If this is not the case, the check of the seventh step S7 is repeated until the first limit speed is undershot. The first limit speed can be the idle speed of the internal combustion engine 9, or a speed that differs from the idle speed by a first predetermined differential speed, in particular the idle speed reduced by the first predetermined differential speed. If it is determined in the seventh step S7 that the first limit speed is undershot, the second clutch device 15 is opened in an eighth step S8, and in a ninth step S9 a gear change is performed in the transmission 17.The internal combustion engine 9 preferably continues to operate in neutral after the second clutch device 15 is opened. Preferably, the power of the electric motor 7 is reduced before the second clutch device 15 is opened and before the gear change. Preferably, after the gear change, in a tenth step S10, the power of the electric motor 7, now controlled as a motor, is increased again, in particular to its maximum power or rated power, in order to accelerate the drive shaft 13 – in the opposite direction to the current drive rotation. In an eleventh step S11, it is checked whether a second limiting speed (GZ2) is exceeded by the speed of the internal combustion engine 9. If this is not the case, the check of the eleventh step S11 is repeated until the second limiting speed is exceeded.The second limiting speed can be the idle speed of the internal combustion engine 9, or a speed that differs from the idle speed by a second predetermined differential speed, in particular the idle speed increased by the second predetermined differential speed. If, in the eleventh step S11, it is determined that the second limiting speed has been exceeded, the second clutch device 15 is closed in a twelfth step S12, and the drive shaft 13 is additionally driven by the internal combustion engine 9 in the braking direction of the vehicle 1 in a thirteenth step S13 – in particular if a predetermined slip limit value in the second clutch device is undershot – in particular against the current drive direction.

[0066] Preferably, in a fourteenth step S14, it is checked whether the vehicle 1's speed falls below a predetermined limit speed (GS). If this is not the case, the check in the fourteenth step S14 is repeated until the vehicle 1's speed falls below the predetermined limit speed—or, if applicable, until the stop signal is released or replaced by another driving command. If it is determined in the fourteenth step S14 that the vehicle 1's speed falls below the predetermined limit speed, the procedure is terminated in a fifteenth step S15 by switching off the electric motor 7 and the internal combustion engine 9 or—particularly in the case of the internal combustion engine 9—by idling them. Preferably, the first clutch device 11 and the second clutch device 15 are opened during this process.

[0067] If, in the fourth step S4, it is determined that the internal combustion engine 9 is not running and the second clutch device 15 is open, in a sixteenth step S16, the internal combustion engine 9 is idling, and in a seventeenth step S17, the second clutch device 15 is closed. The process then continues with the sixth step S6 as described above – particularly if a predetermined slip limit value in the second clutch device is undershot.

Claims

[1] Control device (5) for controlling a drive device (3) of a vehicle (1), with - at least one test module (21) which is configured to automatically check, in response to a stop signal, whether a first coupling device (11) of the drive device (3), which is configured to mechanically connect an electric machine (7) of the drive device (3) to a drive shaft (13) of the drive device (3), is closed, - at least one clutch actuation module (23) which is operatively connected to and configured with the at least one test module (21) to automatically close the first clutch device (11) if the test by the at least one test module (21) shows that the first clutch device (11) is not closed, and with - at least one control module (19) which is operatively connected to and configured with the at least one clutch actuation module (23) to automatically control the electric machine (7) after the first clutch device (11) has been closed by the at least one clutch actuation module (23) in such a way that the drive shaft (13) is acted upon by the electric machine (7) via the first clutch device (11) in the braking direction of the vehicle (1) having the drive device (3), characterized by , that - that at least one test module (21) is set up to check whether an internal combustion engine (9) of the drive device (3) is running and is connected to the drive shaft (13) via a second coupling device (15), that - that at least one test module (21) is set up to generate an internal combustion engine operating signal when the internal combustion engine (9) is running and connected to the drive shaft (13) via the second coupling device (15), that - that at least one test module (21) is also set up to detect a rotational speed of the internal combustion engine (9), and to generate a first rotational speed signal when the rotational speed falls below a first limit speed, and to generate a second rotational speed signal when the rotational speed exceeds a second limit speed, that - that at least one control module (19) is operatively connected to and configured with at least one test module (21) to receive the internal combustion engine operating signal, that - that at least one control module (19) is set up to control the electric machine (7) before ◯ to operate the internal combustion engine (9) at idle when the internal combustion engine operating signal is received by the at least one control module (19), or to ◯ to start an idle operation of the internal combustion engine (9) and to close the second clutch device (15) if the internal combustion engine operating signal is not received by the at least one control module (19), that - that at least one clutch actuation module (23) is operatively connected to and configured with at least one test module (21) to receive the first speed signal and the second speed signal, that - that at least one clutch actuation module (23) is also configured to open the second clutch device (15) upon receiving the first speed signal, that - that at least one control module (19) is set up to control a transmission (17) of the drive device (3) in order to perform a direction-of-travel gear change in the transmission (17) when the second clutch device is opened by the at least one clutch actuation module (23), that - that at least one clutch actuation module (23) is provided to close the second clutch device (15) upon receipt of the second speed signal, and that - that at least one control module (19) is provided to control the internal combustion engine (9) upon closing of the second clutch device (15) in order to additionally actuate the drive shaft (13) by the internal combustion engine (9) via the second clutch device (15) in the braking direction of the vehicle (1) having the drive device (3). [2] Control device (5) according to claim 1, wherein the at least one control module (19) is configured to control an internal combustion engine (9) of the drive device (3), and wherein the at least one clutch actuation module (23) is configured to selectively open or close a second clutch device (15) configured to mechanically connect the internal combustion engine (9) to the drive shaft (13) of the drive device (3). [3] Control device (5) according to one of the preceding claims, wherein the at least one control module (19) is configured to control the electric machine (7) to actuate the drive shaft (13) in the braking direction of the vehicle (1) having the drive device (3) such that - the electric machine (7) is operated as a generator, whereby a braking torque is introduced into the drive shaft (13) by recuperation of kinetic energy from the drive shaft (13) in the electric machine (7), or that - the electric machine (7) is operated as a motor, with the drive shaft (13) being driven in the opposite direction to an instantaneous drive rotation in order to decelerate the vehicle (1). [4] Control device (5) according to one of the preceding claims, wherein the control device (5) comprises at least one stop signal module (25) selected from a group consisting of - a stop signal receiving module that is set up to receive the stop signal, and - a stop signal generation module that is set up to generate the stop signal depending on at least one sensor signal. [5] Drive device (3) for a vehicle (1), comprising an electric machine (7) and an internal combustion engine (9), and comprising a first coupling device (11) by which the electric machine (7) can be selectively mechanically connected to or disconnected from a drive shaft (13) of the drive device (3), and comprising a second coupling device (15) by which the internal combustion engine (9) can be selectively mechanically connected to or disconnected from the drive shaft (13), and comprising a control device (5) according to any one of claims 1 to 4. [6] Drive device (3) according to claim 5, wherein the drive device (3) has a transmission (17) configured to perform a direction-of-travel gear change, wherein the first clutch device (11) is mechanically arranged between the electric machine (7) and the transmission (17), wherein the second clutch device (15) is mechanically arranged between the internal combustion engine (9) and the transmission (17), and wherein the control device (5) is operatively connected to the transmission (17) to control the transmission (17), in particular to initiate the direction-of-travel gear change. [7] Vehicle (1) comprising a control device (5) according to any one of claims 1 to 4, or a drive device (3) according to any one of claims 5 or 6. [8] Vehicle (1) according to claim 7, wherein the vehicle (1) - as a ship's craft, - as a rail vehicle, or - is trained as a mining vehicle. [9] Method for operating a vehicle (1) wherein a vehicle (1) is operated according to one of claims 7 or 8, wherein a) in response to a stop signal, it is automatically checked whether a first coupling device (11) of the drive device (3), which is configured to mechanically connect an electric machine (7) of the drive device (3) to a drive shaft (13) of the drive device (3), is closed, b) the first coupling device (11) is automatically closed when the first coupling device (11) is not closed, and wherein c) the drive shaft (13) is automatically acted upon by the electric machine (7) via the first clutch device (11) in the braking direction of the vehicle (1). [10] Method according to claim 9, wherein, - if an internal combustion engine (9) of the drive device (3) is running and is connected to the drive shaft (13) via a second coupling device (15), before step c) the internal combustion engine (9) is operated at idle, wherein - the second clutch device (15) is opened when a first limit speed of the internal combustion engine (9) is undershot, wherein - a change of direction of travel is carried out in a gearbox (17) of the drive device (3), - the second clutch device (15) is closed when a second limit speed of the internal combustion engine (9) is exceeded, and wherein - the drive shaft (13) is additionally acted upon by the internal combustion engine (9) via the second clutch device (15) in the braking direction of the vehicle (1) having the drive device (3). [11] Method according to claim 9, wherein, - if an internal combustion engine (9) of the drive device (3) is not running and a second coupling device (15) which is configured to mechanically connect the internal combustion engine (9) to the drive shaft (13) is open, before step c) an idle operation of the internal combustion engine (9) is started and the second coupling device (15) is closed, wherein - the second clutch device (15) is opened when a first limit speed of the internal combustion engine (9) is undershot, wherein - a change of direction of travel is carried out in a gearbox (17) of the drive device (3), - the second clutch device (15) is closed when a second limit speed of the internal combustion engine (9) is exceeded, and wherein - the drive shaft (13) is additionally acted upon by the internal combustion engine (9) via the second clutch device (15) in the braking direction of the vehicle (1) having the drive device (3).

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