Method and control device for operating a hybrid vehicle

Abstract

The invention relates to a method for operating a hybrid vehicle having an electric machine (3) as a first drive assembly, a combustion engine (2) as a second drive assembly, a decoupling clutch (4) connected between the combustion engine (2) and the electric machine (3), and a transmission (5) connected between the electric machine (3) and a driven device (6). When there is a request to close the decoupling clutch (4) on the control side and when there is a request to implement a gear shift on the control side, it is checked whether a gear shift is required to avoid the rotational speed on the vehicle side reaching or exceeding a rotational speed limit value. When a gear shift is required to avoid the rotational speed on the vehicle side reaching or exceeding the rotational speed limit value, the gear shift is implemented in the transmission in preference to implementing a closing process of the decoupling clutch. The invention also relates to a control device for operating a hybrid vehicle.

Description

Technical Field

[0001] This invention relates to a method for operating a hybrid vehicle. Furthermore, this invention relates to a control device for operating a hybrid vehicle. Background Technology

[0002] Hybrid vehicles known in practice have a combustion engine and an electric motor as drive units. A disengagement clutch connects the combustion engine and the electric motor. Furthermore, the hybrid vehicle has a transmission that converts speed and torque, thereby preparing to provide the traction of the drive unit to the driven unit of the hybrid vehicle. The transmission connects the electric motor and the driven unit.

[0003] Hybrid vehicles can operate in different modes. Therefore, a hybrid vehicle can operate purely on electricity when the combustion engine is stopped and disconnected from the driven unit. For this purpose, the disengagement clutch connecting the combustion engine and the electric motor is disengaged. Alternatively, a hybrid vehicle can operate in hybrid mode, where the combustion engine then starts and is engaged with the driven unit while the disengagement clutch is closed.

[0004] The transmission has multiple shift elements. In each engaged gear of the transmission, a first number of shift elements are closed and a second number of shift elements are open. If a shift or gear change is performed in the transmission from the actual gear to the target gear, at least one shift element that was closed in the actual gear is opened, and at least one shift element that was open in the actual gear is closed.

[0005] On the control side, not only is a gear shift requested, but also the engagement of the disengagement clutch is requested to engage the combustion engine and switch from pure electric operation to hybrid operation of the hybrid vehicle. Depending on this, the gear shift and clutch engagement processes in the transmission are triggered and implemented.

[0006] To date, it has been difficult to optimally coordinate the implementation of the requested upshift with the implementation of the requested engagement process of the disengaged clutch.

[0007] DE 10 2011 078 670 A1 discloses a method for operating a hybrid vehicle, more specifically, coordinating upshifting with the towing start or starting of the combustion engine, for which a disengagement clutch connecting the combustion engine and the electric motor must be engaged. If the disengagement clutch should be engaged during an upshift, according to the prior art, a shift-preventing command is transmitted to check whether the upshift can be interrupted. If it can be interrupted, the upshift is interrupted and the towing start or starting of the combustion engine is performed, and the disengagement clutch is engaged for this purpose. An upshift is only performed if it can no longer be interrupted, wherein the towing start or starting of the combustion engine occurs only after the shift is completed. Therefore, according to the prior art, the disengagement clutch engagement process is prioritized over the upshifting process.

[0008] When prioritizing the engagement of the disengaged clutch over upshifting, the shift expectation (i.e., the request for a shift) is ignored. Therefore, the upshift is correspondingly delayed. The potential problem is that the unimplemented upshift causes the vehicle-side speed, especially the drive unit-side speed, to reach or exceed its speed limits. Both the electric motor speed and the combustion engine speed must not exceed these limits. If this occurs, speed regulation is necessary. This is disadvantageous. Summary of the Invention

[0009] There is a need for a method and a control device that can avoid the aforementioned problems of the prior art. The object of this invention is to provide a novel method and control device for operating hybrid vehicles.

[0010] This objective is achieved by a method for operating a hybrid vehicle having the features of the present invention. According to the invention, when there is a request on the control side to engage the disengagement clutch and when there is a request on the control side to perform an upshift, it is checked whether the requested upshift is necessary to prevent the vehicle-side speed from reaching or exceeding the speed limit. When the requested upshift is necessary to prevent the vehicle-side speed from reaching or exceeding the speed limit, the upshift is preferentially performed in the transmission relative to the process of engaging the disengagement clutch.

[0011] Therefore, according to the present invention, it is necessary to check whether the requested upshift is required to prevent the vehicle-side speed, especially the drive unit-side speed, from reaching or exceeding the speed limit. When the requested upshift is required to prevent such overspeed, the upshift is preferentially performed in the transmission relative to the clutch disengagement process. This prevents the vehicle-side speed from reaching or exceeding the corresponding speed limit. In particular, it avoids the need to adjust the drive unit-side speed through an adjustment process.

[0012] According to an improved embodiment, when the requested engagement process of the disengagement clutch has been implemented and a subsequent request for upshifting exists on the control side, the difference between the synchronous speed of the actual gear in the requested upshift and the actual speed of the combustion engine is checked to see if it is greater than or less than a limit value. If the difference between the synchronous speed of the actual gear and the actual speed of the combustion engine is greater than the limit value, the ongoing engagement process of the disengagement clutch is interrupted, and then the upshift is triggered and implemented in the transmission. Furthermore, after the upshift is implemented in the transmission, the engagement process of the disengagement clutch is triggered and implemented.

[0013] The improved scheme is preferred so that when the clutch disengagement process has been carried out and an upshift is requested on the control side during the clutch disengagement process to avoid overspeed on the vehicle side, the upshift is prioritized over the clutch disengagement process.

[0014] If the difference between the synchronous speed of the actual gear to be upshifted and the actual speed of the combustion engine is greater than the limit value, the engagement process of the disengagement clutch is interrupted and the implementation of the disengagement clutch engagement process is interrupted, and the upshift is directly triggered and implemented.

[0015] Conversely, if the difference between the synchronous speed of the actual gear of the requested upshift and the actual speed of the combustion engine is less than the limit value, the disengagement clutch engagement process continues and the upshift is triggered and implemented in the transmission in parallel or simultaneously. For this purpose, it is preferable to adjust the parameters of the disengagement clutch engagement process to accelerate the engagement process.

[0016] According to another improved embodiment, when requesting the engagement of the disengagement clutch, a trigger time point is obtained, meaning that the requested upshift must be triggered no later than this trigger time point to prevent the vehicle's rotational speed from reaching or exceeding the speed limit. The time interval between requesting the disengagement clutch engagement and the obtained trigger time point for the upshift is defined as a first time interval. It is checked whether the first time interval is shorter than a second time interval required for the disengagement clutch to engage in a manner sufficient to trigger the upshift. If the first time interval is shorter than the second time interval, the upshift is immediately triggered and implemented, and the disengagement clutch engagement is performed to the target gear for the upshift.

[0017] This improved embodiment of the invention is preferred in that it checks whether the requested upshift required to avoid overspeed should be triggered and implemented immediately before triggering and implementing the requested engagement process of the disengagement clutch. Thus, the upshift is prioritized over the engagement process of the disengagement clutch. The requested upshift required to avoid overspeed is triggered and implemented first, and the disengagement clutch engagement process is implemented into the target upshift gear.

[0018] This objective is also achieved by a control device according to the invention for operating hybrid vehicles. Attached Figure Description

[0019] Preferred improvements are given from preferred embodiments and the following description. Embodiments of the invention are illustrated in detail with the aid of the accompanying drawings, but are not limited thereto. In the drawings:

[0020] Figure 1 A simplified diagram of the powertrain of a hybrid vehicle is shown.

[0021] Figure 2 A time graph with rotational speed curves is shown;

[0022] Figure 3 A time plot showing a different rotational speed curve is shown;

[0023] Figure 4 A time plot with a different rotational speed curve is shown. Detailed Implementation

[0024] Figure 1 An exemplary simplified diagram of the powertrain 1 of a hybrid vehicle is shown. The hybrid vehicle includes multiple drive units, namely an electric motor 3 as a first drive unit and a combustion engine 2 as a second drive unit. A disengagement clutch 4 connects the electric motor 3 and the combustion engine 2. A transmission 5 connects the electric motor 3 and the driven device 6 of the hybrid vehicle.

[0025] The transmission 5 may include a starting clutch 7, which is also connected between the electric motor 3 and the driven device 6. In the illustrated embodiment, the starting clutch 7 is a shifting element inside the transmission 5. Alternatively, a starting clutch 7 may be located outside the transmission.

[0026] When the disengagement clutch 4 is disengaged, the combustion engine 2 is disconnected from the electric motor 3, the transmission 5, and the driven device 6. In this state, when a force-operated gear is engaged in the transmission 5, driving torque is supplied to the driven device 6 solely from the electric motor 3. The combustion engine 2 can operate or stop when the disengagement clutch 4 is disengaged.

[0027] When operating with the disengaged clutch 4 disengaged and the combustion engine 2 stopped. Figure 1When the powertrain 1 is in operation, it exists in a state of pure electric operation. When the combustion engine 2 is running with the disengagement clutch 4 disengaged, it can drive a generator (not shown) and / or charge an energy storage device (not shown), while also operating purely on electricity and providing driving torque to the driven device 6 purely on electricity. When the disengagement clutch 4 is engaged, the combustion engine 2 is connected to the driven device 6. When a force-matched gear is engaged in the transmission 5, driving torque can be provided to the driven device 6 from the electric motor 3 and from the combustion engine 2.

[0028] although Figure 1 The arrangement of the combustion engine 2, electric motor 3, and transmission 5 in the hybrid vehicle shown is preferred, but another arrangement can also be used.

[0029] Figure 1 Also shown is a control-side component, namely the transmission control unit 8, which controls and / or regulates the operation of the transmission 5. For this purpose, the transmission control unit 8 exchanges data with the transmission 5 in the sense of the double arrows shown. The transmission control unit 8 can also operate the disengagement clutch 4 connecting the combustion engine 2 and the electric motor 3.

[0030] The operation of the combustion engine 2 is controlled and / or regulated by the VM control unit 9, and the operation of the electric motor 3 is controlled and / or regulated by the EM control unit 10. Therefore, as indicated by the dashed arrows, the VM control unit 9 exchanges data with the combustion engine 2, and the EM control unit 10 exchanges data with the electric motor 3.

[0031] Similarly, VM control unit 9 and EM control unit 10 exchange data with hybrid control unit 11. Hybrid control unit 11 also exchanges data with transmission control unit 8. According to... Figure 1 The transmission control unit 8 can also communicate directly with the EM control unit 10. Although in Figure 1 As not shown in the diagram, data exchange can also be performed directly between the VM control device 9 and the EM control device 10.

[0032] The hybrid control unit 11 may be a component of the VM control unit 9 in terms of hardware. However, it is possible that the hybrid control unit 11 is a component of the transmission control unit 8 in terms of hardware. The hybrid control unit 11 specifically controls and / or regulates the torque output of the combustion engine 2 and the electric motor 3. The transmission control unit 8 controls or regulates the operation of the transmission 5 and the disengagement clutch 4.

[0033] Although this system architecture of control devices 8, 9, 10 and 11 is preferred, a system architecture for another control side can also be implemented.

[0034] This invention relates to coordinating the engagement of the disengagement clutch 4 and the upshifting in the transmission 5 when, from pure electric operation on one hand, the disengagement clutch 4 should be engaged to connect the combustion engine 2 and thereby switch from electric operation to hybrid operation of the hybrid vehicle (i.e., when there is a request to engage the disengagement clutch 4), and on the other hand, when an upshift should be performed in the transmission 5 (i.e., when there is a request to perform an upshift), more specifically, to prevent the vehicle-side speed from reaching or exceeding the speed limit, i.e., to avoid critical overspeed. The vehicle-side speed, especially the speed of the drive unit side, should not reach or exceed the speed limit. If the speed of the drive unit side exceeds the corresponding speed limit, the speed of the drive unit side must be adjusted to avoid critical overspeed.

[0035] The present invention proposes that, when there is a request on the control side to engage the disengagement clutch 4 and thereby engage the combustion engine 2, and when there is a request on the control side to perform an upshift, it is checked whether the requested upshift is necessarily required to prevent the vehicle-side speed from reaching or exceeding the speed limit. This can be achieved by comparing the calculated or estimated maximum speed of the drive unit, formed before or during the upshift, with the speed limit of the drive unit.

[0036] If a critical upshift is requested (which is necessary to prevent the vehicle's speed from reaching or exceeding the speed limit), then the shift is preferentially performed in the transmission 5 relative to the engagement of the disengagement clutch 4 and thus relative to the engagement of the combustion engine 2.

[0037] The following is for reference. Figures 2 to 4 Describe the implementation of the present invention.

[0038] exist Figure 2 The curves showing the change of rotational speed n with time t are shown, namely the curve of rotational speed nEM1 of electric machine 3 and the curve of rotational speed nVM1 of combustion engine 2. Furthermore, the speed limits nMAX that electric machine 3 and combustion engine 2 must not reach or exceed are shown.

[0039] exist Figure 2 In the context of time point t1, electrical operation exists with the disengaged clutch 4 engaged. Figure 2 At time point t1, there exists a request to engage the disengagement clutch 4 and thereby engage the combustion engine 2, wherein... Figure 2 The disengagement clutch 4 is directly triggered at time point t1, and the disengagement clutch 4 disengagement process begins. Figure 2As shown, at time point t1, the signal curve 12 for the control side of the disengagement clutch 4 changes from state 0 (which corresponds to the disengagement of the control side of the disengagement clutch 4) to state 1 (which corresponds to the disengagement of the control side of the disengagement clutch 4).

[0040] The solid line of signal curve 12 represents the theoretical state of the disengagement clutch 4, while the dashed line represents the actual state of the disengagement clutch 4. When the actual state deviates from the theoretical state, the disengagement clutch 4 engages. At time point t3, the disengagement clutch 4 completes engagement.

[0041] By disengaging the clutch 4 during the closing process, starting from time t1, the rotational speed nVM1 of the combustion engine 2 is guided towards the rotational speed nEM1 of the electric motor 3, which corresponds to the synchronous speed of the actual gear already engaged in the transmission 5.

[0042] exist Figure 2 At time point t2, there is a request to upshift, which is mandatory to prevent the vehicle's speed from reaching or exceeding the speed limit.

[0043] Therefore, in Figure 2 The signal curve 13 on the control side shows the theoretical gear shift requested in the transmission 5 at time point t2, and thus shows the request to be implemented in the transmission 5 for upshifting from the currently engaged actual gear to the desired target gear or theoretical gear.

[0044] Here, the solid line of signal curve 13 shows the theoretical or target gear in the transmission, while the dashed line of signal curve 13 shows the actual gear. A gear shift occurs in transmission 5 when the actual gear deviates from the target gear. The gear shift is completed in transmission 5 at time t4.

[0045] exist Figure 2 In the process of disengaging the clutch 4, when a forced upshift is requested on the control side to avoid overspeed, the difference Δn between the synchronous speed of the actual gear corresponding to the speed nEM1 of the electric motor 3 and the actual speed nVM1 of the combustion engine 2 is checked to see if it is greater than or less than the limit value.

[0046] exist Figure 2 The value of the speed difference Δn is determined to be greater than the limit value, where therefore in Figure 2 The engagement process of the disengagement clutch 4 is interrupted, and then an upshift is immediately triggered and implemented in the transmission 5. The engagement process of the disengagement clutch 4 is only implemented after the upshift is implemented in the transmission 5 (i.e., re-triggered and implemented).

[0047] therefore, Figure 2Signal curve 12 shows that the engagement of the disengagement clutch 4 was interrupted at time point t2. Therefore, the engine speed nVM1 drops again.

[0048] The process of re-requesting the engagement of disengagement clutch 4 after time point t2 is carried out in the target gear for the upshift to be performed, and therefore according to Figure 2 The rotational speed nVM1 of the combustion engine 2 is synchronized with the synchronous speed of the target gear for the upshift. Therefore, the synchronization of the rotational speed nVM1 of the combustion engine 2 with the synchronous speed of the actual gear occurs between time points t1 and t2, used to engage the disengagement clutch 4, and after time point t2, the synchronization of the rotational speed nVM1 of the combustion engine 2 with the synchronous speed of the target gear for the upshift occurs. At time point t3, the re-requested engagement of the disengagement clutch 4 is completed in the target gear for the upshift.

[0049] exist Figure 3 The figure also shows the rotational speed nVM2 of the combustion engine 2 and the rotational speed nEM2 of the electric motor 3 as a function of time t, wherein electric operation is present before time point t1 with the disengagement clutch 4 disengaged.

[0050] exist Figure 3 (same as) Figure 2 As in the example, at time t1 there is a request on the control side to close the disengagement clutch 4 and thereby engage the combustion engine 2, and at time t1 the disengagement clutch 4 closing process begins, and the rotational speed nVM2 of the combustion engine 2 is directed to the rotational speed nEM2 of the electric motor 3 and thereby to the synchronous speed of the actual gear already engaged in the transmission 5.

[0051] exist Figure 3 In the middle, at time point t2, there is a request to force an upshift to avoid overspeeding, where... Figure 3 The time point t2 determines that the difference Δn between the synchronous speed of the actual gear to be shifted (which corresponds to the speed nEM2 of the electric motor 3) and the actual speed of the combustion engine 2 is less than the limit value.

[0052] exist Figure 3 During this process, the engagement of the disengagement clutch 4 continues, and simultaneously or concurrently, at time point t2, an upshift is triggered and implemented in the transmission 5, specifically an upshift required to prevent the vehicle's speed from reaching or exceeding its speed limit. At time point t3, the disengagement clutch 4 completes engagement. At time point t4, the upshift is completed. To enable the disengagement clutch 4 to engage, in... Figure 3 The parameters of the closing process of the release clutch 4 are preferably adjusted, especially the parameters of the pressure control of the release clutch 4, in order to accelerate the closing process of the release clutch 4.

[0053] Therefore in Figure 3 Instead of terminating the engagement of the disengagement clutch 4, the engagement process is accelerated to directly execute the requested upshift. Because the disengagement clutch 4 is engaged rapidly, a decrease in comfort may occur during engagement; however, this decrease in comfort is accepted to avoid critical overspeed and to directly execute the requested upshift.

[0054] Therefore in Figure 2 and Figure 3 In the variant, when the requested closing process of the disengagement clutch 4 has been performed or implemented, and when a forced upshift is then requested to avoid critical overspeed in the hybrid vehicle, the difference between the synchronous speed of the actual gear of the requested upshift and the actual speed of the combustion engine 2 is checked to see if it is greater than or less than a limit value, which depends on the closing process of the disengagement clutch 4 and the implementation of the shift in the transmission 5.

[0055] If the speed difference is greater than the limit, the closing process of the disengagement clutch 4 is interrupted and the shift in the transmission 5 is directly triggered and implemented. Even when the speed difference is less than the limit, the shift in the transmission 5 is directly triggered and implemented; however, it is preferable to continue the closing process of the disengagement clutch 4 with the parameters adjusted for the closing process.

[0056] Figure 4 Another embodiment of the method according to the invention is shown. Figure 4 In the middle, it is shown as a reference in the lower timeline. Figure 2 The rotational speed curves nEM1 and nVM1. In Figure 4 In the upper time diagram, the rotational speed nVM3 is shown for combustion engine 2 and the rotational speed nEM3 is shown for electric motor 3.

[0057] Figure 4 The upper time chart and Figure 4 The difference in the lower timing diagram is that when there is a request to engage the disengagement clutch 4 at time point t1 due to the request to connect the combustion engine 2, the triggering time point is obtained at time point t1, that is, the requested upshift required to avoid overspeed must be triggered at the latest at this triggering time point, in order to prevent the speed on the corresponding vehicle side from reaching or exceeding the speed limit value.

[0058] The time interval between the closing process of the requested disengagement clutch 4 and the acquired trigger time of upshifting is defined as the first time interval. It is then checked whether the first time interval between the closing process of the requested disengagement clutch 4 and the acquired trigger time of upshifting is shorter than the second time interval required for the disengagement clutch 4 to close to trigger the requested upshift. Depending on this, the closing process of the disengagement clutch 4 and the upshift in the transmission 5 are implemented, more specifically, in such a manner that when the first time interval is shorter than the second time interval, the upshift is immediately triggered at time point t1, and the closing process of the disengagement clutch 4 is implemented to the target gear for upshifting.

[0059] therefore, Figure 4 The upper time diagram (i.e., signal curve 13) shows that the triggering of the upshift required to avoid overspeed is advanced to time point t1, that is, the triggering and implementation of the upshift are started directly, and the speed nVM3 of the combustion engine 2 is synchronized with the synchronous speed of the target gear to be upshifted, so that the disengagement clutch 4 can be closed after the upshift is implemented.

[0060] exist Figure 4 In the upper part, the engagement of the disengagement clutch 4 is completed at time t3' after the advance upshift is performed. The upshift is completed at time t4'.

[0061] Therefore and Figure 4 Compared to the lower time map, using the data from... Figure 4 The design scheme of the upper time diagram according to the method of the present invention can realize a time gain Δt for the closing and upshifting of the disengagement clutch 4.

[0062] Therefore, according to Figure 4 The present invention, as shown in the upper time diagram, acquires the trigger point for a forced upshift to avoid overspeed when a request for the closing process of the disengagement clutch 4 is made. The upshift must be triggered no later than this trigger point to prevent the corresponding vehicle speed from reaching or exceeding the speed limit. When the time interval between the request for the closing process of the disengagement clutch 4 and the acquired trigger point for upshifting is shorter than the time interval required for the disengagement clutch to close, the upshift is triggered and implemented earlier and immediately. The disengagement clutch 4 is only closed after the upshift is implemented in the transmission 5. Therefore, according to... Figure 4 The upper time map immediately synchronizes the rotational speed nVM3 of combustion engine 2 with the target rotational speed for the upshift to be performed, unlike in... Figure 4 As shown in the lower part of the time diagram, it is first synchronized with the synchronous speed of the actual gear to be shifted.

[0063] When the first time interval between the request to close the disengagement clutch 4 and the acquired trigger time point for the forced upshift to avoid overspeed is longer than the second time interval required to close the disengagement clutch, the disengagement clutch 4 can be closed first and then the upshift can be performed.

[0064] The trigger point for upshifting can be calculated based on the speed limit nMAX, the speed gradient of the actual speed of the electric motor 3, and the time period required to implement the upshift. The time period required to implement the upshift is known on the control side, as are the speed limit nMAX, the speed gradient of the electric motor, and thus the gradient of the synchronous speed of the actual gear for upshifting.

[0065] The present invention also relates to a control device for operating a hybrid vehicle, the control device being configured to implement the above-described method on the control side. This control device is particularly a transmission control device 8.

[0066] When there is a request on the control side to engage the disengagement clutch 4 and thereby engage the combustion engine 2, and when there is a request on the control side to perform an upshift in the transmission 5, the control device checks whether the requested upshift is necessary to prevent the vehicle-side, especially the drive unit-side, speed from reaching or exceeding the speed limit. If this is the case, i.e., if the requested upshift is forcibly required to prevent the vehicle-side speed from reaching or exceeding the speed limit, the control device prioritizes performing an upshift in the transmission 5 relative to the disengagement clutch 4 engagement process, more precisely as described above. Figures 2 to 4 As described in detail.

[0067] The control device according to the present invention is an electronic control device, which has hardware components and software components.

[0068] The hardware components include a data interface for exchanging data with components involved in implementing the method according to the invention, namely, for example, with the hybrid control device 11 that provides the rotational speeds of the combustion engine 2 and the electric motor 3, and with the disengagement clutch 4 and the transmission 5. Furthermore, the hardware components include a processor for data processing and a memory for data storage. The software components include program modules implemented in the control device to implement the method according to the invention on the control side.

[0069] List of reference numerals

[0070] 1. Powertrain

[0071] 2. Combustion Engine

[0072] 3 Electric machines

[0073] 4. Disengage the clutch

[0074] 5. Transmission

[0075] 6 Driven device

[0076] 7. Start the clutch

[0077] 8. Transmission control unit

[0078] 9 VM control devices

[0079] 10 EM control device

[0080] 11. Hybrid Control Device

[0081] 12 Signal Curve

[0082] 13 Signal Curve

Claims

1. A method for operating a hybrid vehicle, The hybrid vehicle described therein has an electric motor (3) as a first drive unit, a combustion engine (2) as a second drive unit, a disengagement clutch (4) connecting the combustion engine (2) and the electric motor (3), and a transmission (5) connecting the electric motor (3) and the driven device (6). During pure electric operation, the disengagement clutch (4) is disengaged. The closing process of the disengagement clutch (4) is implemented according to a request from the control side to close the disengagement clutch (4) when starting from pure electric driving. The gear shift is performed from the actual gear to the target gear based on a request to upshift in the transmission (5) on the control side. Its features are, When there is a request on the control side to engage the disengagement clutch (4) and when there is a request on the control side to perform an upshift, check whether the requested upshift is necessary to prevent the vehicle-side speed from reaching or exceeding the speed limit. When a requested upshift is required to prevent the vehicle-side speed from reaching or exceeding the speed limit, the upshift is preferentially performed in the transmission (5) relative to the engagement process of the disengaging clutch (4), and When the requested closing process of the disengaging clutch (4) has been implemented and there is a request to upshift on the control side, check whether the difference between the synchronous speed of the actual gear of the requested upshift and the actual speed of the combustion engine (2) is greater than or less than the limit value.

2. The method according to claim 1, characterized in that, The implementation of the closing process of the disengagement clutch (4) and the implementation of the upshift in the transmission (5) are influenced by whether the difference between the synchronous speed of the actual gear of the requested upshift and the actual speed of the combustion engine (2) is greater than or less than the limit value.

3. The method according to claim 1 or 2, characterized in that, When the difference between the synchronous speed of the actual gear and the actual speed of the combustion engine is greater than the limit value, the in-process closing process of the disengagement clutch (4) is interrupted, and then the upshift is triggered and implemented in the transmission (5), and the closing process of the disengagement clutch (4) is triggered and implemented after the upshift is implemented in the transmission (5).

4. The method according to claim 1 or 2, characterized in that, When the difference between the synchronous speed of the actual gear and the actual speed of the combustion engine (2) is less than the limit value, the in-process closing process of the disengagement clutch (4) continues, and the upshift is triggered and implemented in the transmission (5) in parallel.

5. The method according to claim 4, characterized in that, Therefore, the parameters of the closing process of the disengagement clutch (4) are adjusted to accelerate the closing process of the disengagement clutch (4).

6. The method according to claim 5, characterized in that, Adjust the pressure control parameters of the release clutch (4) to accelerate the closing process of the release clutch (4).

7. The method according to claim 1, characterized in that, When the disengagement clutch (4) is requested to engage, a trigger time point is obtained, namely, the requested upshift must be triggered no later than the trigger time point to prevent the vehicle-side speed from reaching or exceeding the speed limit value. The time interval between the closing process of the requested disengagement clutch (4) and the obtained trigger time of the upshift is taken as the first time interval. Check whether the first time period is shorter than the second time period required for the disengagement clutch (4) to close in a way that can trigger the upshift. Depending on this, the implementation of the closing process of the disengagement clutch (4) and the implementation of the upshift in the transmission (5) are affected.

8. The method according to claim 7, characterized in that, When the first time period is shorter than the second time period, the upshift is immediately triggered and implemented, and the closing process of the disengagement clutch (4) is implemented to the target gear of the upshift.

9. A control device for operating a hybrid vehicle, The hybrid vehicle described therein has an electric motor (3) as a first drive unit, a combustion engine (2) as a second drive unit, a disengagement clutch (4) connecting the combustion engine (2) and the electric motor (3), and a transmission (5) connecting the electric motor (3) and the driven device (6). Its features are, The closing process of the disengagement clutch (4) is carried out according to the request on the control side to close the disengagement clutch (4) from pure electric driving. When there is a request on the control side to engage the disengagement clutch (4) and when there is a request on the control side to perform an upshift, the control device checks whether the requested upshift is necessary to prevent the vehicle-side speed from reaching or exceeding the speed limit. When a requested upshift is required to prevent the vehicle-side speed from reaching or exceeding the speed limit, the control device prioritizes the upshift in the transmission (5) over the engagement of the disengagement clutch (4), and When the requested closing process of the disengaging clutch (4) has been implemented and there is a request to upshift on the control side, check whether the difference between the synchronous speed of the actual gear of the requested upshift and the actual speed of the combustion engine (2) is greater than or less than the limit value.

10. The control device according to claim 9, characterized in that, The control device is configured to implement the method according to any one of claims 1 to 8 on the control side.

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