Method for controlling and / or regulating a hybrid drive system of a motor vehicle

Abstract

Method for controlling and / or regulating a hybrid drive system (1) of a motor vehicle (2), in particular for providing an energy output and / or an energy requirement, wherein the hybrid drive system (1) has at least one internal combustion engine (ICE), at least one first electric machine (E1), in particular a first and a second electric machine (E1, E2), at least one clutch (3) and at least one control device (4), wherein the internal combustion engine (ICE) and the first electric machine (E1) can be rotationally coupled to one another and / or are rotationally coupled to one another, wherein the internal combustion engine (ICE) and / or the electric machine (E1) can be coupled to at least one wheel (5), in particular to wheels (5), of the motor vehicle (2) by means of the clutch (3) for torque transmission, and wherein with the aid of the control device (4) a torque (M VKM), in particular a second electric machine (E2) is rotationally coupled to at least one wheel (5) for driving this wheel (5) An optimal, or at least improved, control and / or regulation of the hybrid drive system (1) at each operating point is made possible by the fact that, when the clutch (3) is at least partially closed, a torque (M E1 ) to provide a certain energy output, wherein when the clutch (3) is open, a speed (n E1 ) of the first electric machine (E1) is controlled to provide a specific energy output.

Description

The invention relates to a method for controlling and / or regulating a hybrid drive system of a motor vehicle having the features of the preamble of claim 1, in particular for providing an energy output and / or an energy requirement.In the method of the generic type for controlling and / or regulating, a hybrid drive system is used which has an internal combustion engine, at least one electric machine, in particular a first and a second electric machine, a clutch and a control device. The internal combustion engine and the electric machine can be coupled and / or are coupled to one another in a rotationally effective manner. The internal combustion engine and / or the (first) electric machine can be coupled to wheels of the motor vehicle by means of the clutch for torque transmission. With the aid of the control device, a torque provided by the internal combustion engine is regulated.DE 10 2020 107 299 A1 shows such a hybrid drive system. The second electric machine is here coupled to wheels of the motor vehicle for torque transmission with the aid of a transmission. The second electric machine can furthermore be coupled to the internal combustion engine and the first electric machine for torque transmission by means of the clutch. The first and the second electric machine can furthermore be coupled and / or are coupled to one another by means of the control device and / or a battery for the transmission of current. In a series operating mode, with the clutch disengaged, the first electric machine is driven in a generator mode with the aid of a torque generated with the internal combustion engine and a current is thus generated. This current is used directly or indirectly via the battery for driving the second electric machine, which then drives the motor vehicle. In a parallel operating mode, the drive of the motor vehicle with the clutch closed is largely carried out by means of the internal combustion engine, with support then also being made possible by the second electric machine.In such a hybrid drive system, torque regulators are usually used not only for the internal combustion engine but also for the first electric machine, in particular in the case of a cascaded regulator structure in the outer control loop. However, the electrical power provided by means of the first electric machine, the operating point of the first electric machine that is established, and also the stability of the operating point, are dependent on the accuracy of the torque controller. If, when the clutch is open, the torques of the internal combustion engine and of the first electric machine deviate from one another on account of inaccurate respective torque control which occurs, the rotational speeds thereof and therefore also the powers which can be generated undesirably drop or the rotational speeds thereof and therefore also the powers which can be generated increase undesirably.DE 10 2005 037 713 A1 discloses a further hybrid drive system which is designed here as a serial hybrid drive system. In such a series hybrid drive system, no coupling of the internal combustion engine and the first electric machine to the wheels of the motor vehicle is possible for torque transmission. The motor vehicle is driven here exclusively by means of the second electric machine.DE 103 33 931 A1 also shows a hybrid drive system having an internal combustion engine, a first electric machine and a second electric machine. The internal combustion engine, the first electric machine and the second electric machine are coupled via a transmission to the wheels of the motor vehicle for torque transmission. In the method for controlling and / or regulating this drive system, setpoint rotational speeds and setpoint torques for the internal combustion engine, the first electric machine and the second electric machine are predefined, on the basis of which the associated actual variables are regulated with the aid of a regulator structure. The controller structure has a speed controller for the internal combustion engine, which is designed as an I, PI or PID controller. The controller structure furthermore has in each case a rotational speed controller, designed as a P controller or PD controller, for the first electric machine and the second electric machine. The desired torques are each used as pilot control by three decentralized speed control circuits, each of which is subordinate, and are within the limits of the maximum torque of the respective unit in the sense of a cascaded control variable restriction, in order to provide control reserves for the speed controllers of the speed control circuits. A serial operating mode cannot be realized with such a drive system. Furthermore, the regulator structure described is complicated to implement and a complex design of the individual regulators is required in particular.Finally, DE 42 17 668 C1 discloses a further hybrid drive system in which an internal combustion engine can be coupled to an electric machine via a clutch for transmitting a torque. The electric machine is coupled via a transmission to a wheel of the motor vehicle for transmitting a torque. Here too, no serial operating mode can be realized, in particular since only a single electric machine is provided.The object of the invention is therefore to configure and / or further develop a method for controlling and / or regulating a hybrid drive system of a motor vehicle in such a way that the known problems of the prior art are avoided, at least reduced, and in particular the control and / or regulation of the hybrid drive system is improved at each operating point.This object on which the invention is based is now achieved firstly by a method for controlling and / or regulating a hybrid drive system of a motor vehicle having the features of patent claim 1.One aspect of the invention is initially essentially that, when the clutch is at least partially closed, a torque provided by the first electric machine is regulated by means of the control device. A further aspect of the invention is that, when the clutch is opened, a rotational speed of the first electric machine is regulated by means of the control device in order to provide a specific energy output and / or an energy requirement.The system comprising the internal combustion engine and the first electric machine is also referred to as a "generator set". Such a generator set is then decoupled when the clutch is open. When the generator set is decoupled, state variables of the internal combustion engine and of the first electric machine that are independent of one another, namely precisely the torque of the internal combustion engine and the rotational speed of the first electric machine, are then regulated. Thus, a defined operating point of the drive system is specified by specifying corresponding setpoint values, and corresponding inaccuracies of the controllers have no influence on this operating point on account of the independent state variables. Thus, when the clutch is open, a particularly good or optimized control is then implemented and the working point can be precisely reached. In order to then be able to achieve particularly good control and / or regulation even at the working points when the clutch is closed, the torque of both the first electric machine and the internal combustion engine is then regulated. When the clutch is closed, stable operating points can nevertheless be reached even when the torque is controlled by both the first electric machine and the internal combustion engine, since further units, in particular a second electric machine, which are coupled when the clutch is closed, in particular, realize further degrees of freedom. Overall, the drive system is thus optimally controlled and / or regulated both when the clutch is open and when the clutch is closed, i.e. in particular both in the series and in the parallel operating mode.Advantageously, during a closing process of the clutch, a change from a regulation of the rotational speed of the first electric machine to a regulation of the torque of the first electric machine takes place. During an opening process of the clutch, a change from a regulation of the torque of the first electric machine to a regulation of the rotational speed of the first electric machine takes place. The closing process or the opening process are also carried out in particular during a journey of the motor vehicle. The clutch is either designed as a force-locking clutch, in particular as a friction clutch, or as a form-locking clutch, in particular as a claw clutch. During the closing process or the opening process, when a force-locking clutch is used, either a torque can already be transmitted or not. A closing process of a force-locking clutch includes, in particular, the supply of a hydraulic fluid into a clutch actuator, as a result of which two friction linings are brought into contact with one another, and the subsequent increase of the pressure of the hydraulic fluid in the clutch actuator until a desired high slip between the two friction linings of, for example, substantially 20% or else zero is achieved. The change between the regulation of the rotational speed of the first electric machine and the regulation of the torque of the first electric machine takes place in particular when a specific, appreciably high torque is transmitted with the clutch.According to a preferred embodiment of the method, manipulated variables for the torque and / or the rotational speed of the first electric machine are determined by means of the control device in such a way that, during the change, the manipulated variables have substantially no jumps. Jumps in the control variables, namely the rotational speeds and torques and in particular in the torque transmitted by means of the wheels, can thus also be avoided, whereby the driving comfort of the motor vehicle is improved. Furthermore, high loads on the components of the drive system are thus avoided.According to a particularly preferred embodiment of the method, a change of a controller structure formed by means of the control device takes place during the change between the regulation of the rotational speed of the first electric machine and the regulation of the torque of the first electric machine. The controller structures are realized in particular with the aid of software code executable with the control device. For this purpose, the control device has a computer and / or a microcontroller. However, it is also conceivable to use hardware regulators which are correspondingly connected to software regulators instead of regulator structures of this type.The controller structure for controlling the torque of the first electric machine preferably has a current controller, preferably designed as a PI controller, for controlling a current flowing through the first electric machine. In this case, a setpoint torque of the first electric machine is converted into a setpoint current for the current regulator. The dependence between the current flowing through the first electric machine and the torque of the first electric machine is known and is in particular at least approximately proportional.Further preferably, the controller structure for controlling the rotational speed of the first electric machine has a rotational speed controller, preferably designed as a PI controller, for controlling the rotational speed of the first electric machine. By means of the speed controller, an external speed control circuit surrounding the current controller is formed. Consequently, cascade control is realized, in which the speed controller and the current controller form a cascade, in which the associated control loops are nested one inside the other. The control variable of the speed controller serves as a setpoint value for the current controller. The manipulated variable is also referred to as controller output variable. The setpoint value is also referred to as a reference variable. The overall controlled system is divided by cascading into smaller, more readily controllable sub-systems, so that the control accuracy is increased, i.e., a desired operating point of the first electric machine is reached particularly precisely. The current regulator operates significantly faster than the speed regulator in order to ensure the function of the cascade regulation.How the aforementioned jumps can be avoided despite the change of the regulator structure is described in detail below. It is namely advantageous if, during the change from the control of the torque of the first electric machine to the control of the rotational speed of the first electric machine, a setpoint rotational speed n soll of the first electric machine corresponds to the synchronous rotational speed of the clutch, and if, during this change, an initialization value I Sum of an integrator of the PI controller from a last determined setpoint torque m soll of the first electric machine, a gain factor k P, a current rotational speed n ist of the first electric machine, the setpoint rotational speed n soll of the first electric machine and / or an integrator time constant T N, in particular, it is calculated according to the formula I Sum=( m soll / k P- n soll+ n ist)×T N. In this change, initialization of the speed controller is necessary since the speed controller is the outermost controller of the cascade. Here, the initialization means the determination of starting values for the speed controller, with which the speed control is then started after the change. Before this change, the speed regulator is not used and is deactivated accordingly. If the change from the control of the torque of the first electric machine to the control of the rotational speed of the first electric machine has then taken place, the clutch is preferably opened. After the clutch has been opened, the setpoint rotational speed of the first electric machine is then preferably switched over and / or transferred from the synchronous rotational speed of the clutch to a strategic setpoint rotational speed at which, in particular, a high efficiency of the first electric machine can be achieved. Because the setpoint rotational speed of the first electric machine initially still corresponds to the synchronous rotational speed of the clutch, sudden rotational speed changes when the clutch is opened on both sides of the clutch can be successfully avoided.Preferably, a setpoint rotational speed of the first electric machine corresponds to the synchronous rotational speed of the clutch accordingly before the change from the control of the rotational speed of the first electric machine to the control of the torque of the first electric machine, so that in this change the rotational speed of the first electric machine corresponds to the synchronous rotational speed of the clutch. Thus, the setpoint rotational speed of the first electric machine is first set equal to the synchronous rotational speed of the clutch and then waiting is carried out until the first electric machine has reached the synchronous rotational speed of the clutch. Then the clutch is closed. From the time a certain, preferably significantly high torque is transmitted with the clutch, the regulator structure is switched to the regulator structure for regulating the torque of the first electric machine. This time can be formed, for example, at the beginning or at the end of the closing process of the clutch.Further preferably, when changing from the control of the rotational speed of the first electric machine to the control of the torque of the first electric machine, the, in particular first initial, setpoint torque of the first electric machine is calculated from a setpoint current for the current controller that was last determined by means of the rotational speed controller. The change from the control of the rotational speed of the first electric machine to the control of the torque of the first electric machine means in the above-described cascade in particular that the rotational speed controller is switched off. After the speed controller has been switched off, the setpoint current for the current controller is then no longer calculated by means of the speed controller. From the desired current last determined by means of the speed controller, the desired torque, which is preferably proportionally dependent on the desired current, is then calculated. Here, a back calculation can be mentioned, since this process takes place once during the change, wherein the desired torque is then predefined according to strategic criteria for regulating the torque of the first electric machine, and the associated desired current is then calculated from this desired torque.According to an advantageous embodiment of the method, a setpoint torque of the internal combustion engine is pilot-controlled during the regulation of the rotational speed of the first electric machine, preferably filtered via a model. Thus, the speed controller becomes more stable. In particular, a guidance behavior of an associated control loop can be improved with this pilot control.According to a further advantageous embodiment of the method, damping of a controller of the internal combustion engine, damping of the current controller of the first electric machine and / or damping of the rotational speed controller of the first electric machine is selected as a function of a distance of the associated current rotational speed from an associated limit rotational speed and / or an associated critical rotational speed. In particular, by suitably selecting the respective damping, it is thus possible to avoid the internal combustion engine and the first electric machine being operated above their limit rotational speed, which could be associated with mechanical damage to the internal combustion engine or the first electric machine and / or at least increased wear. The damping is preferably selected to be greater the greater the distance of the associated current rotational speed from the associated limit rotational speed and / or the associated critical rotational speed. In particular, the damping is transferred as a function of a corresponding transfer function as a function of the said distance from a value of up to a value of 2, wherein this transfer function preferably begins from a specific distance to the respective limit rotational speed and / or critical rotational speed. Thus, the dynamic behavior of the control loops associated with the controllers can be improved.By means of the above-described method for controlling and / or regulating the hybrid drive system of the motor vehicle, particularly good or optimized controlling and / or regulating is thus made possible both for a serial operating mode and for a parallel operating mode of the hybrid drive system, wherein in particular the transition between these two modes also takes place smoothly and without problems.There are now a plurality of possibilities for advantageously configuring and developing the method according to the invention for controlling and / or regulating the hybrid drive system of the motor vehicle. Reference may first be made to the claims subordinate to claim 1. A preferred embodiment of the method for controlling and / or regulating the hybrid drive system of the motor vehicle is now explained or described in more detail below with reference to the drawing and the associated description. The drawing shows: FIG. 1 a shows a highly schematic illustration of a first exemplary embodiment of a hybrid drive system of a motor vehicle, FIG. 1 bshows a schematic illustration of a second exemplary embodiment of the hybrid drive system of the motor vehicle, which, in contrast to the first exemplary embodiment, has further components, FIG. 2 shows a highly schematic illustration of a third exemplary embodiment of the hybrid drive system of the motor vehicle, and FIG. 3 shows a schematic illustration of a block diagram of a control loop having a controller structure which is formed with the aid of a control device and by means of which, inter alia, the method for controlling and / or controlling the hybrid drive system of the motor vehicle, in particular according to FIGS. 1 a, 1 band 2, can be carried out.A method for controlling and / or regulating a hybrid drive system 1 of a motor vehicle 2, in particular for providing an energy output, is described below. FIGS. 1 a, 1 band 2 show various such hybrid drive systems 1, each of which has an internal combustion engine VKM, at least one first electric machine E 1, in particular a first and a second electric machine E 1, E 2, at least one clutch 3 and at least one control device 4. The internal combustion engine VKM and the first electric machine E 1 can be coupled and / or are coupled to one another in a rotationally effective manner. The combination of the internal combustion engine VKM and the first electric machine E 1 is also referred to as a "generator set", since the first electric machine E 1 is operated as a generator, in particular in a series operating mode of the hybrid drive system 1.The internal combustion engine VKM and / or the first electric machine E 1 can be coupled by means of the clutch 3 to at least one wheel 5, in particular to wheels 5 of the motor vehicle 2, for torque transmission. With the aid of the control device 4, a torque M VKM provided by the internal combustion engine VKM is regulated.The second electric machine E 2 shown in FIGS. 1 a, 1 band 2 serves in particular for driving the wheels 5 of the motor vehicle 2, wherein the second electric machine E 2 is coupled to the wheels 5 in a rotationally effective manner. In the series operating mode of the hybrid drive system 1, in which the clutch 3 is opened, a torque M VKM is provided by means of the internal combustion engine VKM, which torque is converted into an electrical energy by means of the first electric machine E 1 then operated as a generator. The motor vehicle 2 is then driven by means of this electrical energy, wherein the electrical energy is transmitted from the first electric machine E 1 to the second electric machine E 2 directly or via an interposed battery B. When the clutch 3 is closed, a parallel operating mode of the hybrid drive system 1 is enabled in particular, in which both the torque provided by the internal combustion engine VKM, the first electric machine E 1 and the second electric machine E 2 is used to drive the wheels 5. However, it would also be conceivable that, in the parallel operating mode, the torque provided by the internal combustion engine VKM and the second electric machine E 2 is used to drive the wheels 5 and the first electric machine E 1 is operated as a generator.According to FIGS. 1 aand 1 b, the first electric machine E 1 and the second electric machine E 2 are coupled and / or couplable to the same wheel 5, in particular via a differential to the two wheels 5 of the same axle of the motor vehicle 1.According to FIG. 2, the first electric machine E 1 and the second electric machine E 2 are coupled and / or couplable to different wheels 5, in particular via a respective differential to the two wheels 5 of different axles of the motor vehicle 1. According to FIG. 2, a further clutch, referred to here as separating clutch 3.T, may optionally be provided, by means of which the first electric machine E 1 is coupled or even also decoupled from the internal combustion engine VKM-in comparison to the drive system 1 from FIGS. 1 aand 1 b. It is also conceivable to use a transmission G formed between the internal combustion engine VKM, the first electric machine E 1 and / or the second electric machine E 2.When the clutch 3 is at least partially closed, a torque M E1 provided by the first electric machine E 1 is regulated by means of the control device 4. When the clutch 3 is open, a rotational speed n E1 of the first electric machine E 1 is regulated by means of the control device 4 in order to provide a specific energy power and / or an energy requirement.Thus, when the clutch 3 is at least partially closed, a combination of the regulation of the torque M VKM provided by the internal combustion engine VKM and the regulation of the torque M E1. provided by the first electric machine E 1 results. When clutch 3 is disengaged, a combination of the regulation of torque M VKM provided by internal combustion engine VKM and the regulation of rotational speed n E1. provided by first electric machine E1 results. This allows stable and simple regulation of the hybrid drive system 1 both when the clutch 3 is at least partially closed and when the clutch 3 is open.During a closing process of the clutch 3, a change from the regulation of the rotational speed n E1 of the first electric machine E 1 to the regulation of the torque M E1 of the first electric machine E 1 takes place. During an opening process of the clutch 3, a change from the control of the torque M E1 of the first electric machine E1 to the control of the rotational speed n E1 of the first electric machine E1 takes place.Manipulated variables for the torque M E1 and / or the rotational speed n E1 of the first electric machine E 1 are determined by means of the control device 4 in such a way that, during the change, the manipulated variables have substantially no jumps. If the manipulated variables for the torque M E1 and / or the rotational speed n E1 of the first electric machine E 1 do not have jumps, the torque M E1 and / or the rotational speed n E1 themselves also do not have jumps, so that a high driving comfort is ensured even in the event of a change.FIG. 3 shows a schematic illustration of a block diagram of a control loop having a controller structure RS which is formed with the aid of the control device 4 and by means of which, inter alia, the method for controlling and / or regulating the hybrid drive system 1 of the motor vehicle 2 can be carried out. When changing between the regulation of the rotational speed n E1 of the first electric machine E1 and the regulation of the torque M E1 of the first electric machine E1, a change of a regulator structure RS RS RSM, RSn formed by means of the control device 4 takes place. By means of the regulator structure RS shown in FIG. 3, both a regulator structure RSM for regulating the torque M E1 of the electric machine E 1 and the one regulator structure RSn for regulating the rotational speed n E1 of the electric machine E 1 can be formed. The controller structure RSM for controlling the torque M E1 includes the corresponding elements framed by a dashed line. The controller structure RSn for controlling the rotational speed n E1 contains the elements appropriately framed by a dash-dot line. These framed elements are active when the associated controller structure RSM or RSn is active. When the regulator structures RSM, RZn are changed, corresponding elements are then activated or deactivated. If the controller structure is implemented as software code, corresponding regions of the software code are not executed or bypassed when elements are deactivated. Then, only those areas of the software code which are assigned to the activated elements are executed.The regulator structure RSM for regulating the torque M E1 of the first electric machine E 1 has a current regulator 6, preferably designed as a PI regulator, for regulating a current flowing through the first electric machine E 1. A setpoint torque M E1,soll of the first electric machine E 1 is converted into a setpoint current S E1,soll for the current regulator 6, which is symbolized here by a P arranged within a circle. A known, in particular proportional, dependency exists between the setpoint torque M E1,soll of the first electric machine E 1 and the setpoint current S E1,soll for the current regulator 6. The manipulated variable of the current regulator 6 acts on power electronics LE of the first electric machine E 1. This power electronics LE forms the controlled system of the associated control loop with the first electric machine E 1 itself, which is depicted here, inter alia, by means of a PT1 behavior. A control difference for the current regulator 6 is calculated from a measured actual current S E1, ist of the first electric machine E 1 and the setpoint current S E1,soll wherein this control difference is then present at the input of the current regulator 6.The controller structure RSn for controlling the rotational speed n E1 of the first electric machine E 1 has a rotational speed controller 7, which is preferably designed as a PI controller, for controlling the rotational speed n E1 of the first electric machine E 1. By means of the speed controller 7, an external speed control circuit surrounding the current controller 6 is formed. For the regulation of the rotational speed n E1 of the first electric machine E1, the behavior of the first electric machine E1 is additionally mapped by a P behavior, namely a proportional behavior, and an I behavior, namely an integral behavior, which is symbolized here by a P and I shown in a square respectively. A control difference for the speed regulator 7 is calculated from a measured current speed n E1, ist of the first electric machine E1 and a setpoint speed n E1, soll of the first electric machine E1, this control difference then being present at the input of the speed regulator 7. When changing from the control of the torque M E1 of the first electric machine E1 to the control of the rotational speed n E1 of the first electric machine E1, in particular the specification of the setpoint torque M E1,soll and thus of the setpoint current S E1,soll is deactivated and the rotational speed controller 7 is activated. When the rotational speed regulator 7 is activated, the manipulated variable of the rotational speed regulator 7 then corresponds to the setpoint current S E1,soll for the current regulator 6.In the changeover from the regulation of the torque M E1 of the first electric machine E1 to the regulation of the rotational speed n E1 of the first electric machine E1, a setpoint rotational speed n E1,soll of the first electric machine E1 corresponds to the synchronous rotational speed of the clutch 3, and in this changeover an initialization value I Sum of an integrator of the PI controller is calculated from a last determined setpoint torque M E1, soll of the first electric machine E1, a gain factor k P, of the current, preferably measured rotational speed n E1, ist of the first electric machine E1, the setpoint rotational speed n E1,soll of the first electric machine E 1 and / or an integrator time constant T N, is calculated in particular according to the formula I Sum= M E1, soll / k P- n E1, soll+ n E1, ist×T N. Thus, when the speed controller 7 designed as a PI controller is activated, the integrator first has the aforementioned initialization value I Sum. In the subsequent regulation, the value of the integrator, namely the so-called I component of the speed regulator 7, is then changed by the speed regulator 7 itself.Accordingly, before the change from the control of the rotational speed n E1 of the first electric machine E1 to the control of the torque M E1 of the first electric machine E1, a setpoint rotational speed n E1, soll of the first electric machine E1 corresponds to the synchronous rotational speed of the clutch 3, so that during this change the rotational speed n E1 of the first electric machine E1 corresponds to the synchronous rotational speed of the clutch 3. The clutch 3 is then closed when both sides of the clutch 3 are at substantially the same speed. When the clutch 3 is closed, the regulator structure RS is also switched from the regulator structure RSn for regulating the rotational speed n E1 to the regulator structure RSM for regulating the torque M E1.When changing from the control of the rotational speed n E1 of the first electric machine E1 to the control of the torque M E1 of the first electric machine E1, the, in particular first, initial setpoint torque M E1,soll of the first electric machine E1 is calculated from a setpoint current S E1, soll for the current controller 6 last determined by means of the rotational speed controller 7. In this case, the same, preferably proportional, dependencies can be used as in the subsequent calculation of the setpoint current S E1,soll from the setpoint torque M E1,soll, only that here, in particular once, the setpoint current S E1,soll and not the setpoint torque M E1,soll, is known.During the regulation of the rotational speed n E1 of the first electric machine E 1, a setpoint torque M VKM, soll of the internal combustion engine VKM is pre-controlled, preferably filtered via a model 8. By means of the model 8, a so-called pilot torque M VKM, vor of the internal combustion engine VKM is calculated. The pilot control torque M VKM, vor influences the manipulated variable of the rotational speed controller 7 independently of the states of the first electric machine E 1 and measurements resulting therefrom, such as a measurement of the current rotational speed n E1, ist of the first electric machine E 1. The pilot control thus makes it possible to take into account the manipulated variable requirement of the rotational speed regulator 7, which is to be expected on the basis of a profile of the setpoint torque M VKM,soll of the internal combustion engine VKM. The mechanical coupling of the internal combustion engine VKM and the first electric machine E 1 is thus also taken into account in the open-loop and / or closed-loop control.Damping of a controller of the internal combustion engine VKM, damping of the current controller 6 of the first electric machine E 1 and / or damping of the rotational speed controller 7 of the first electric machine E 1 is selected as a function of a distance of the associated current rotational speed n E1, ist to an associated limit rotational speed and / or an associated critical rotational speed. The attenuation represents a parameter of the corresponding controller 6, 7, which is determined in a so-called controller design, i.e. the determination of all parameters of the controller 6, 7. Alternatively to the specification of the attenuation, no attenuation could also be specified, so that corresponding attenuations are then established during operation of the controllers 6, 7 on the basis of the further parameters of the controllers 6, 7.In the event that no limit rotational speed and / or critical rotational speed is in the vicinity of the current operating point of the first electric machine E 1, the damping of the rotational speed controller 7 of the first electric machine E 1 has a large to very large value. If, in addition, pilot control of setpoint torque M VKM,soll of internal combustion engine VKM is dispensed with, direct feedback is then provided to an acceleration request transmitted by means of an accelerator pedal of motor vehicle 2 via a brief cranking of internal combustion engine VKM.List of reference characters1 Hybrid drive system 2 Motor vehicle 3 Clutch 3.T Separating clutch 4 Control device 5 Wheel 6 Current regulator 7 Speed regulator 8 Model of the internal combustion engine VKM VKM internal combustion engine E1 First electric machine E2 Second electric machine G Transmission B Battery RS Regulator structure RSM Regulator structure for regulating the torque M E1 of the first electric machine E1 RSn Regulator structure for regulating the speed n E1 of the first electric machine E1 LE Power electronics of the first electric machine E1 M VKM Torque M E1 provided by the internal combustion engine VKM, Torque provided by the first electric machine E1 n E1 rotational speed of the first electric machine E1 n E1, soll target rotational speed of the first electric machine E1 M E1, soll target torque of the first electric machine E1 S E1, soll target current of the first electric machine E1 M VKM, soll target torque of the internal combustion engine VKM n E1, ist current rotational speed of the first electric machine E1 S E1, ist actual current of the first electric machine E1 M VKM, vor pilot torque of the internal combustion engine VKM I Sum initialization value of an integrator of the PI controller k P amplification factor t N integrator time constantReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 10 2020 107 299 A1

[0003] DE 10 2005 037 713 A1

[0005] DE 103 33 931 A1

[0006] DE 42 17 668 C1

[0007]

Claims

Method for controlling and / or regulating a hybrid drive system (1) of a motor vehicle (2), in particular for providing an energy power and / or an energy requirement, wherein the hybrid drive system (1) has at least one internal combustion engine (VKM), at least one first electric machine (E1), in particular a first and a second electric machine (E1, E2), at least one clutch (3) and at least one control device (4), wherein the internal combustion engine (VKM) and the first electric machine (E1) can be coupled to one another in a rotationally effective manner and / or are coupled to one another in a rotationally effective manner, wherein the internal combustion engine (VKM) and / or the electric machine (E1) can be coupled to at least one wheel (5), in particular to wheels (5), of the motor vehicle (2) by means of the clutch (3) for torque transmission, and wherein a torque (M VKM) provided by the internal combustion engine (VKM) is regulated with the aid of the control device (4), in particular a second electric machine (E2) is also rotationally operatively coupled to at least one wheel (5) for driving this wheel (5), characterized in that, when the clutch (3) is at least partially closed, a torque (M E1) provided by the first electric machine (E1) is regulated with the aid of the control device (4), wherein, when the clutch (3) is open, a rotational speed (n E1) of the first electric machine (E1) is regulated with the aid of the control device (4) in order to provide a specific energy power and / or an energy demand.Method according to Claim 1, characterized in that, during a closing process of the clutch (3), a change from a regulation of the rotational speed (n E1) of the first electric machine (E1) to a regulation of the torque (M E1) of the first electric machine (E1) takes place, and in that, during an opening process of the clutch (3), a change from a regulation of the torque (M E1) of the first electric machine (E1) to a regulation of the rotational speed (n E1) of the first electric machine (E1) takes place.Method according to Claim 1 or 2, characterized in that actuating variables for the torque (M E1) and / or the rotational speed (n E1) of the first electric machine (E1) are determined by means of the control device (4) in such a way that, during the change, the actuating variables have substantially no jumps.Method according to Claim 2 or 3, characterized in that, in the event of the changeover between the regulation of the rotational speed (n E1) of the first electric machine (E1) and the regulation of the torque (M E1) of the first electric machine (E1), a changeover of a regulator structure (RS, RSM, RSn) which is formed by means of the control device (4) takes place.Method according to Claim 4, characterized in that the controller structure (RSM) for controlling the torque (M E1) of the first electric machine (E1) has a current controller (6), which is preferably designed as a PI controller, for controlling a current flowing through the first electric machine (E1), a setpoint torque (M E1, soll) of the first electric machine (E1) being converted into a setpoint current (S E1, soll) for the current controller (6).Method according to Claim 4 or 5, characterized in that the controller structure (RSn) for controlling the rotational speed (n E1) of the first electric machine (E1) has a rotational speed controller (7) which is preferably designed as a PI controller for controlling the rotational speed (n E1) of the first electric machine (E1), wherein an outer rotational speed control circuit which encloses the current controller (6) is designed by means of the rotational speed controller (7).Method according to Claim 6, characterized in that, in the changeover from the regulation of the torque (M E1) of the first electric machine (E1) to the regulation of the rotational speed (n E1) of the first electric machine (E1), a setpoint rotational speed (n E1, soll) of the first electric machine (E1) corresponds to the synchronous rotational speed of the clutch (3), and in that, in the case of this changeover, an initialization value (I Sum) of an integrator of the PI controller from a last ascertained setpoint torque (M E1, soll) of the first electric machine (E1), a gain factor (kp), a current rotational speed (n E1, ist) of the first electric machine (E1), the setpoint rotational speed (n E1, soll) of the first electric machine (E1) and / or an integrator time constant (T N), is calculated in particular according to the formula I Sum=( M E1, soll / k P- n E1, soll+ n E1, ist)×T N.Method according to one of Claims 6 to 7, characterized in that, correspondingly before the changeover from the regulation of the rotational speed (n E1) of the first electric machine (E1) to the regulation of the torque (M E1) of the first electric machine (E1), a setpoint rotational speed (n E1, soll) of the first electric machine (E1) corresponds to the synchronous rotational speed of the clutch (3), with the result that, in the case of this changeover, the rotational speed (n E1) of the first electric machine (E1) then corresponds substantially to the synchronous rotational speed of the clutch (3).Method according to Claim 8, characterized in that, when the change from the regulation of the rotational speed (n E1) of the first electric machine (E1) to the regulation of the torque (M E1) of the first electric machine (E1), the, in particular first, initial desired torque (M E1, soll) of the first electric machine (E1) is calculated from a desired current (S E1, soll) for the current regulator (6) last determined by means of the rotational speed regulator (7).Method according to one of the preceding claims, characterized in that, during the regulation of the rotational speed (n E1) of the first electric machine (E1), a setpoint torque (M VKM, soll) of the internal combustion engine (VKM), preferably filtered via a model (8), is pilot-controlled and / or wherein a damping of a controller of the internal combustion engine (VKM), a damping of the current controller (6) of the first electric machine (E1) and / or a damping of the rotational speed controller (7) of the first electric machine (E1) is selected as a function of a distance of the associated current rotational speed (n E1,ist) to an associated limit rotational speed and / or to an associated critical rotational speed.

Images