Hybrid motor vehicle and method for operating a hybrid motor vehicle

Abstract

A hybrid motor vehicle including an internal combustion motor and an electric drive motor as drive motors in a powertrain, wherein the electric drive motor and a high-voltage battery associated therewith are connected to a high-voltage network of the hybrid motor vehicle, wherein the hybrid motor vehicle moreover includes at least one air conditioning system with an air conditioning compressor with which an electric motor for operating the air conditioning compressor from the high-voltage network is associated, wherein the electric motor, forming an auxiliary unit arrangement, is connected via a first clutch to the air conditioning compressor and via a second clutch to a belt drive of the internal combustion motor and can be operated in order to charge the high-voltage battery. A control device is provided for actuating at least one of the clutches as a function of a current operating state of the hybrid motor vehicle.

Claims

1. A hybrid motor vehicle, comprising: an internal combustion motor; and an electric drive motor; at least one air conditioning system with an air conditioning compressor operated by an electric motor, wherein the internal combustion motor and the electric drive motor are configured as drive motors in a powertrain, the electric drive motor and a high-voltage battery associated therewith are connected to a high-voltage network of the hybrid motor vehicle, and the electric motor, forming an auxiliary unit arrangement, is connected via a first clutch to the air conditioning compressor and via a second clutch to a belt drive of the internal combustion motor and can be operated in order to charge the high-voltage battery; and a control device is configured to actuate at least one of the clutches as a function of a current operating state of the hybrid motor vehicle.

2. The hybrid motor vehicle according to claim 1, wherein the control device is configured to operate in a plurality of modes: a first operating mode, in which the first clutch is closed and the second clutch is open, so that the air conditioning compressor can be operated via the electric motor from the high-voltage network, at least one second operating mode, in which the first clutch and the second clutch are closed, so that the air conditioning compressor can be operated by the belt drive, and at least one third operating mode, in which the first clutch is open and the second clutch is closed, so that the high-voltage battery can be charged without operation of the air conditioning compressor by the belt drive.

3. The hybrid motor vehicle according to claim 2, wherein the control device is configured to operate in the first operating mode when at least one of the internal combustion motor is not operated and a charging state of the high-voltage battery exceeds a threshold value.

4. The hybrid motor vehicle according to claim 1, wherein, when the first clutch and the second clutch are closed, the control device is configured to simultaneously use energy obtained from the belt drive to charge the high-voltage battery by generative operation of the electric motor and operate the air conditioning compressor.

5. The hybrid motor vehicle according to claim 1, wherein, in a boost operating mode, with a closed second clutch, the control device for motor driven operation of the electric motor is configured to provide a boost torque for driving the hybrid motor vehicle.

6. The hybrid motor vehicle according to claim 1, wherein the control device is configured to actuate the auxiliary unit arrangement as a function of a current operating state of the hybrid motor vehicle.

7. The hybrid motor vehicle according to claim 2, wherein, when the first clutch and the second clutch are closed, the control device is configured to simultaneously use energy obtained from the belt drive to charge the high-voltage battery by generative operation of the electric motor and operate the air conditioning compressor.

8. The hybrid motor vehicle according to claim 3, wherein, when the first clutch and the second clutch are closed, the control device is configured to simultaneously use energy obtained from the belt drive to charge the high-voltage battery by generative operation of the electric motor and operate the air conditioning compressor.

9. The hybrid motor vehicle according to claim 2, wherein, in a boost operating mode, with a closed second clutch, the control device for motor driven operation of the electric motor is configured to provide a boost torque for driving the hybrid motor vehicle.

10. The hybrid motor vehicle according to claim 3, wherein, in a boost operating mode, with a closed second clutch, the control device for motor driven operation of the electric motor is configured to provide a boost torque for driving the hybrid motor vehicle.

11. The hybrid motor vehicle according to claim 4, wherein, in a boost operating mode, with a closed second clutch, the control device for motor driven operation of the electric motor is configured to provide a boost torque for driving the hybrid motor vehicle.

Description

BRIEF DESCRIPTION OF THE FIGURES

(1) Additional advantages and details of the present invention result from the embodiment examples described below and in reference to the drawing. Here:

(2) FIG. 1 shows a schematic diagram of a hybrid motor vehicle according to the invention, and

(3) FIG. 2 shows an exploded view of a possible design of the auxiliary unit arrangement.

DETAILED DESCRIPTION

(4) FIG. 1 shows a schematic diagram of a hybrid motor vehicle 1 according to the invention.

(5) Said hybrid motor vehicle comprises a powertrain 2 which is only indicated here and which comprises an internal combustion motor 3 and an electric drive motor 4 as drive motors. The electric drive motor 4 is connected to a high-voltage network 5 to which a high-voltage battery 6 is also connected. The high voltage of the high-voltage network 5 can here be higher than 50 V, in particular higher than 200 V, for example, 450 V.

(6) The motor vehicle 1 furthermore comprises an air conditioning system 7 which is only indicated, with an air conditioning compressor 8 with which an electric motor 9 is associated. The electric motor 9 is also connected to the high-voltage network 5 and can be uncoupled via a first clutch 10 from the air conditioning compressor 8 as desired.

(7) Also associated with the internal combustion motor 3 is a belt drive 11 which can be coupled via a second clutch 12 to the electric motor 9 and the air conditioning compressor 8. The belt drive 11, the second clutch 12, the electric motor 9, the first clutch 10, and the air conditioning compressor 8 form an auxiliary unit arrangement 13 which can be controlled via a control unit 14, wherein, in particular in different operating modes which are selected as a function of operating states of the hybrid motor vehicle 1, different positions of the first and of the second clutches 10, 12 are used.

(8) In a first operating mode, the first clutch 10 is closed and the second clutch 12 is open, so that the air conditioning compressor 8 is coupled to the electric motor 9 but none of these components is connected to the belt drive 11. The air conditioning compressor 8 can thus be operated from the high-voltage network 5 via the electric motor 9. This first operating mode can be used, for example, when the operation of the air conditioning compressor 8 is necessary for sufficiently cooling the interior by means of the air conditioning system 7, when the internal combustion motor 3 is in any case not operated and when the charging state of the high-voltage battery 6 is sufficiently high.

(9) Second operating modes which can be used by the control device 14 are defined in that the first clutch 10 and the second clutch 12 are both closed. This enables various usage scenarios which can be represented by different second operating modes. On the one hand, it is possible to operate the air conditioning compressor 8 with the power provided by the belt drive 11, wherein the electric motor 9 is then connected in a corresponding mode which does not tap power to the extent possible. The electric motor 9 can then be “bypassed,” for example. However, in hybrid motor vehicles, when the motor vehicle 1 is stationary, the problem exists that charging of the high-voltage battery 6 is not possible, which, in particular in traffic situations or operating phases in which the hybrid motor vehicle 1 is often stationary, can have a negative effect on the charging state of the high-voltage battery 6, in particular in so-called mild hybrids, in which the hybrid motor vehicle 1 cannot be charged at a charging unit outside of the motor vehicle. In such situations, when operation of the air conditioning compressor 8 is also necessary, a power distribution can then advantageously occur, distributing the power provided by the internal combustion motor 3 via the belt drive 11 to the generatively operated electric motor 9 and the air conditioning compressor 8, so that operation of the air conditioning compressor 8 and charging of the high-voltage battery 6 are simultaneously enabled.

(10) At this point, it should also be noted that the hybrid motor vehicle 1 can have a low-voltage network (on-board power supply), not represented in further detail here for the sake of clarity, for example, at 12 V, with which a battery, therefore an on-board power supply battery, can also be associated. Such an on-board power supply battery can in principle be charged indirectly or directly via the electric motor 9, wherein high-voltage networks 5 are frequently connected via DC converters to corresponding low-voltage networks, and therefore a corresponding power exchange can occur there. For this reason as well, in the hybrid motor vehicle 1 according to the invention, an alternator is no longer necessary.

(11) An additional second operating mode provides that the air conditioning compressor 8 is operated both by the electric motor 9 and also by the drive belt 11, which can be advantageous in particular in high-load situations of the air conditioning system 7.

(12) A group of third operating modes is characterized in that the first clutch 10 is open, while the second clutch 12 is closed. In this case, the air conditioning compressor 8 is not operated. Here, substantially two concrete designs of the third operating mode are conceivable. The primary design of the third operating mode is here the operating mode in which the electric motor 9 is operated generatively in order to charge the high-voltage battery 6 of the high-voltage network 5. The second and third operating modes discussed so far are advantageous in particular while the hybrid motor vehicle is stationary, since then the electric drive motor 4 can then not be used in order to charge the high-voltage battery 6 or in general in order to provide power in the high-voltage network 5.

(13) However, an additional advantageous third operating mode, namely a boost operating mode, can also occur during the usual driving operation of the hybrid motor vehicle 1, thus in particular while the hybrid motor vehicle 1 is moving, after which the electric motor 9 can also be used in order to provide torque in motor-driven operation, torque which can be used, via the belt drive 11, for driving the hybrid motor vehicle 1, in particular for brief boosting of the drive power.

(14) A concrete design of the auxiliary unit arrangement 13 is represented as an example in the exploded representation of FIG. 2. In addition to the air conditioning compressor 8, the first clutch 10, the electric motor 9, and the second clutch 12, here integrated in the belt pulley 15 of the belt drive 11, FIG. 2 shows, as additional components, a screw 16, an electromagnetic coil 17, and a power electronics unit 18.