Method for operating a drive train and control device of a motor vehicle

Abstract

Method for operating a drive train comprising several drive units (1, 2), a transmission (3) and an output (4), wherein a first drive unit (1) acts on a first drive shaft (6), wherein a second drive unit (2) acts on a second drive shaft (7), and wherein the transmission (3) comprises several switching elements (9), wherein, for a gear change to be performed from an actual gear to a target gear, a switching element (9) that is closed in the actual gear and open in the target gear is opened and a switching element (9) that is open in the actual gear and closed in the target gear is closed, where, for the gear change to be performed, target torques for the first and second drive unit (1, 2) are determined at least depending on a driver-requested output torque, wherein a processed and plausible driver-request output torque is determined from the driver-requested output torque, depending on an upper drive-side torque limit of the first drive unit (1) and a lower drive-side torque limit of the first drive unit (1), as well as depending on an upper drive-side torque limit of the second drive unit (1, 2) and a lower drive-side torque limit of the second drive unit (1, 2), on the basis of which the target torques for the first and second drive units (1, 2) are determined, characterized by the fact that The execution of a gear change is subdivided into the phases initialization, load take-up, decoupling, speed transfer, coupling, load return and completion. wherein, during the initialization and completion phases of a gear change, the output-side positive and negative torque limits are calculated, and during the load take-up and load return phases of a gear change, the first output-side torque limits are calculated such that the drive-side, upper and lower torque limits of the drive units (1, 2) are converted into output-side, positive and negative torque limits, The processed and plausible driver-requested output torque is determined from the output-side, positive and negative torque limits via a saturation function. For a journey outside the execution of the actual gear change, the drive-side torque limits of the drive units (1, 2) are converted into the output-side positive and negative torque limits depending on dynamic torque components of the drive units (1, 2), depending on actual speeds of the drive units and the output and depending on a target power distribution. wherein, during the phases of decoupling, speed transfer and coupling of a gear change, the output-side positive and negative torque limits are calculated, and during the phases of load take-up and load return of a gear change, a second output-side torque limit is calculated such that the drive-side, upper and lower torque limits of the drive units are converted into output-side, positive and negative torque limits, The processed and plausible driver-requested output torque is determined from the output-side, positive and negative torque limits via a saturation function. For the execution of the actual gear change, the drive-side torque limits of the drive units (1, 2) are converted into the output-side positive and negative torque limits depending on the dynamic torque components of the drive units (1, 2), depending on a coupling ratio and depending on an output ratio. where, during the load takeover phase of a gear change, the transition from the first torque limits to the second torque limits is time-controlled, and during the load return phase of a gear change, the transition from the second torque limits to the first torque limits is time-controlled.

Description

[0001] The invention relates to a method for operating a drive train. The invention further relates to a control device for a motor vehicle.

[0002] Powertrains for motor vehicles are known from hybrid vehicles, comprising several drive units, a transmission, and an output shaft. It is known that the first drive unit acts on a first drive shaft, a second drive unit acts on a second drive shaft, and a transmission output shaft is distinct from both the first drive shaft, on which the first drive unit acts, and the second drive shaft, on which the second drive unit acts. The first drive unit is preferably an internal combustion engine, and the second drive unit is preferably an electric machine that can operate as both a motor and a generator. The transmission of such a powertrain comprises several switching elements, wherein in each selected gear of the transmission, a first number of switching elements are closed and a second number of switching elements are open.To execute a gear change from the current gear to the target gear, a switching element that is closed in the current gear and open in the target gear is opened, and a switching element that is open in the current gear and closed in the target gear is closed. If these are friction-based switching elements, such as brakes or clutches, the opening and closing of the involved switching elements can occur during slippage. However, slippage generates frictional torques, which negatively impact the vehicle's fuel consumption. Therefore, positive-locking switching elements, such as dog clutches, are increasingly used in vehicle transmissions, as these do not generate frictional torques during operation. To open such a positive-locking switching element, it must be unloaded.To close such a positive-locking switching element, synchronization of the respective switching element is required, meaning that a differential rotational speed on the switching element halves of the respective positive-locking switching element must be reduced before closing.

[0003] From DE 10 2014 220 070 A1 a method for operating a drive train with several drive units according to the preamble of claim 1 is known.

[0004] DE 10 2005 022 302 A1, DE 10 2013 214 890 A1, DE 101 55 128 A1 and AT 009 756 U1 disclose further state of the art.

[0005] When executing a gear change, the driver perceives the shift quality primarily through two factors: the fulfillment of an expected shift sequence and the perception of longitudinal vehicle acceleration. To meet these driver-perceived quality characteristics, certain constraints must be considered, such as the operating limits of the drive units and the feasibility of dynamic torque inputs. These constraints can lead to a situation where the driver's perceptible and expected quality characteristics cannot be maintained during the shift execution.

[0006] Based on this, the invention aims to create a novel method for operating a motor vehicle and a control device for carrying out the method.

[0007] This problem is solved by a method according to claim 1.

[0008] A driver-requested output torque, dependent on driver accelerator pedal actuation, is validated based on the torque limits of the drive units. This validated output torque is then used to determine the target torques for the drive units. Boundary conditions are therefore evaluated before determining the target torques, with the stable operation of the shift taking precedence over, for example, vehicle longitudinal acceleration. The invention enables safer shifting operations.

[0009] The input-side torque limits of the drive units are converted into output-side positive and negative torque limits. From these output-side positive and negative torque limits, a saturation function is used to determine the processed and plausible driver-requested output torque. This method allows for a particularly advantageous and reliable determination of the plausible driver-requested output torque. Input-side torque limits of the drive units are converted into output-side torque limits. The plausible driver-requested output torque is determined from these output-side torque limits. The output thus serves as the physical reference point for calculating and considering drive unit-related boundary conditions. Input-side torque limits of the drive units are transformed to the output, specifically the output-side torque limits.

[0010] For the execution of the actual gear change, the input-side torque limits of the drive units are converted into output-side torque limits, taking into account the dynamic torque components of the drive units, the coupling ratio, and the output ratio. This allows for an advantageous determination of the output-side torque limits for the actual shifting process.

[0011] For driving outside of the actual gear shift, the input-side torque limits of the drive units are converted into output-side positive and negative torque limits, depending on the dynamic torque components of the drive units, the actual speeds of the drive units, the actual speed of the output, and a target power distribution. This allows for a preferential determination of the output-side torque limits for driving outside of the actual gear shift. This enables a particularly advantageous design of the transmission.

[0012] The execution of a gear change is subdivided into the phases initialization, load take-up, decoupling, speed transition, coupling, load return, and completion. During the load take-up phase of a gear change, the transition from the first to the second torque limits is time-controlled, and during the load return phase, the transition from the second to the first torque limits is time-controlled. This allows for a particularly advantageous design of the transmission. The output-side torque limits are specifically determined for each of the individual phases of the gear change execution.

[0013] The control device according to the invention is defined in claim 7.

[0014] Preferred embodiments are described in the dependent claims and the following description. Exemplary embodiments of the invention are explained in more detail with reference to the drawing, without being limited thereto. The drawing shows: Fig. 1 a diagram of a motor vehicle's drivetrain; Fig. 2 a block diagram to illustrate the inventive method for operating a motor vehicle; Fig. 3 a block of Fig. 2 in greater detail; and Fig. 4 Time diagrams to further illustrate the inventive method for operating a motor vehicle.

[0015] The invention presented here relates to a method for operating a motor vehicle with an automatic or automated transmission and a control device for carrying out the method.

[0016] Fig. Figure 1 shows a schematic diagram of a motor vehicle drivetrain in which the method according to the invention is preferably used. The drivetrain comprises the Fig. 1 two drive units 1, 2, a gearbox 3 and an output 4. The gearbox 3 preferably comprises a planetary stage 5.

[0017] The two drive units 1, 2 act on different drive shafts or transmission shafts of the transmission 3, namely the first drive unit 1 on a first drive shaft 6 and the second drive unit 2 on a different second drive shaft 7. The drive units 1 and 2 are not in a constant but in a variable transmission ratio to each other.

[0018] The two drive shafts 6, 7 are separated from a transmission output shaft 8 and thus output shaft.

[0019] In the illustrated embodiment, the first drive unit 1 is an internal combustion engine that acts on the first drive shaft 6, which in this embodiment is the input shaft of the transmission 3. The second drive unit 2, in this illustrated embodiment, is an electric machine that acts on the second drive shaft 7, or a second transmission shaft of the transmission 3. The second drive shaft 7, in this illustrated embodiment, is provided by the planetary gear stage 5, specifically by a ring gear thereof. It should be noted that, alternatively, both drive units 2 and 3 could each be electric machines.

[0020] A transmission output shaft 8 of the transmission 3 acts on a drive shaft 4 of the drive train to ultimately provide a driver-requested torque at the drive shaft 4. The transmission output shaft 8 corresponds to the drive shaft. In the illustrated embodiment of the Fig. 1. The first drive unit 1 is an external drive unit and the drive unit 2 is an internal drive unit.

[0021] According to Fig. 1 The transmission 3 comprises several switching elements 9, wherein in Fig. 1. Only two switching elements 9 are shown as examples. Thus, a first switching element 9 is according to Fig. A switching element 9 is connected between the transmission input shaft 6 and the planetary stage 5, and a second switching element 9 is connected between the planetary stage 5 and the transmission output shaft 8. In the illustrated embodiment, both switching elements 9 are positive-locking switching elements, for example, claw switching elements. The switching elements 9 can also be friction-locking switching elements.

[0022] In the exemplary embodiment, a connection is made between the first drive unit 1 and the transmission input shaft 6 of the transmission 3. Fig. 1. A disconnect clutch 10 is engaged, which is preferably designed as a friction clutch, wherein the first drive unit 1 can be decoupled from the transmission input shaft 6 via the disconnect clutch. The disconnect clutch 10 is an optional assembly and can also be omitted.

[0023] Fig. Figure 1 further shows a control device 11 which, in the illustrated embodiment, controls and / or regulates the operation of the first drive unit 1 and the gearbox 3, including the second drive unit 2.

[0024] This control device 11 is preferably a hybrid control device. The control device 11 exchanges data with both the first drive unit 1 and the transmission 3, as indicated by the dashed arrows, in order to control and / or regulate the operation of the first drive unit 1, the transmission 3, and the second drive unit 2.

[0025] When a gear is engaged in transmission 3, a first set of shift elements 9 of transmission 3 is closed and a second set of shift elements 9 of transmission 3 is open. To perform a gear change in transmission 3 from the current gear to a target gear, a shift element 9 that is closed in the current gear must be opened and a shift element 9 that is open in the current gear must be closed.

[0026] At least for the execution of a gear change and also for driving outside the execution of the actual gear change, target torques for the operation of the first and the second drive unit 1, 2 are determined at least depending on a driver-requested output torque and preferably further depending on a target power distribution between the first drive unit 1 and the second drive unit 2 and / or depending on an actual gear and / or depending on a target gear and / or depending on a target shift speed and / or depending on an actual output speed.

[0027] In this process, at least for the execution of a gear change and also for driving outside the execution of the actual gear change, the target torques for the first drive unit 1 and the second drive unit 2 are determined in such a way that the respective target torque is composed of a static torque component and a dynamic torque component.

[0028] The respective static torque component determines a basic energy distribution between the two drive units 1 and 2.

[0029] The respective dynamic moment component serves for dynamic compensation.

[0030] From the driver-requested output torque, a processed and plausible driver-requested output torque is determined, depending on an upper drive-side torque limit of the first drive unit 1 and a lower drive-side torque limit of the first drive unit 1, as well as depending on an upper drive-side torque limit of the second drive unit 2 and a lower drive-side torque limit of the second drive unit 2, on the basis of which the target torques for the first and second drive units 1, 2 are determined.

[0031] Further details will be provided below with reference to Fig. 2 to 4 described, whereby Fig. 2, Fig. Three block diagrams of the control device 11, which serves to carry out the method according to the invention, show, whereas in Fig. Four time diagrams are shown that can form when performing a gear change using the method according to the invention.

[0032] Fig. Figure 2 shows basic functions of the control device 11 and the method with blocks 12, 13, 14, 15, 16 and 17, wherein block 12 represents a signal input, block 13 a signal conditioning, block 14 a control variable generation, block 15 a driving state consideration, block 16 a switching sequence control and block 17 a signal output.

[0033] The signal input 12, which represents a data interface of the control unit 11 or of the method according to the invention, allows measured values ​​from sensors to be read in and then processed in the signal conditioning unit 13. The signal conditioning unit 13 provides output values ​​that serve as input values ​​for the setpoint generation 14 and / or the driving state analysis 15.

[0034] Thus, according to Fig. 2 the signal conditioning 13 outputs the output variables 41, 42, 43, 44, 45, 46, 68, 69, 70, 71, 72 and 73, wherein output variable 41 is the driver-requested output torque, wherein output variable 42 is the target gear of a transmission to be executed, wherein output variable 43 is a target shift speed of the transmission to be executed, wherein output variable 44 is an actual output speed, wherein output variable 45 is an actual speed of one of the drive units 1 or 2, for example the actual speed of the first drive unit 1, wherein output variable 46 is a target power distribution between the first drive unit 1 and the second drive unit 2, wherein output variable 72 is the actual gear of a transmission to be executed where the output variable 73 is an actual rotational speed of the respective other drive unit 2 or 1,for example, the actual rotational speed of the second drive unit 2, and where the output variables 68, 69, 70 and 71 are drive-side torque limits of the drive units 1 and 2, namely, output variable 68 is an upper drive-side torque limit of the first drive unit 1, output variable 69 is a lower drive-side torque limit of the first drive unit 1, output variable 70 is an upper drive-side torque limit of the second drive unit 2 and output variable 71 is a lower drive-side torque limit of the second drive unit 2.

[0035] The output variable 41, i.e. the driver-requested output torque, can be determined depending on driver-side accelerator pedal actuation and / or driver-side brake pedal actuation.

[0036] The output variables 42, 72, and 43—that is, the target gear of a circuit to be executed, the actual gear of the circuit to be executed, and the target switching speed of the same—are provided by a switching strategy. The output variables 44, 45, and 73—that is, the actual output speed 44 and the actual speeds 45 and 73 of the drive units 1 and 2—are measured system variables.

[0037] Output variable 46, i.e., the target power distribution between the first and second drive units, is provided by a higher-level hybrid function. Output variables 68, 69, 70, and 71, i.e., the drive-side torque limits of drive units 1 and 2, are known as characteristic values ​​of drive units 1 and 2 from the control side.

[0038] As already explained, depending on the output variables of the signal conditioning, 13 target torques are determined for the drive units 1 and 2, which are provided to signal output 17. Signal output 17 is a further data interface of the control unit 11 or of the process. Thus, it shows Fig. Two input variables 47, 48, 49, 50, 51 of signal output 17 are used by signal output 17 to control drive units 1 and 2, as well as the gearbox 3. Input variable 47 is the target torque of the first drive unit 1, input variable 48 is the target torque of the second drive unit 2, input variables 49 and 50 are status specifications for the switching elements 9 of the gearbox 3, and input variable 51 is a status signal from the switching sequence control 16. The status specifications for the switching elements 9 request an open or closed switching element.

[0039] The output variables 41, 42, 43, 44, 45, 68, 69, 70, 71, 73, 73 of the signal conditioning 13 are provided to the setpoint generation 14. This includes, in particular, the driver-requested output torque 41, the target gear 42 of a shift to be executed, the actual gear 72 of the shift to be executed, the target shift speed 43 of the shift to be executed, the actual output speed 44, as well as the actual speeds 45, 73 of drive units 1 and 2, and the drive-side torque limits 68, 69, 70 and 71 of drive units 1 and 2. The target value generation 14 determines output values ​​52 and 53 from these, which serve as input values ​​for the driving state analysis 15, where output value 52 is the processed and plausible driver-requested output torque, and where output value 53 is a target speed of one of the drive units, for example, the target speed for the first drive unit 1.

[0040] In addition to these output variables 52 and 53 of the target variable generation 14, the output variables 44, 45 and 46 of the signal conditioning 14 are provided as further input variables to the driving condition analysis 15, i.e. the actual output speed 44, the actual speed 45 of at least one of the drive units and the target power distribution 46 between the two drive units 1 and 2.

[0041] The target value generation 14 determines the processed and plausible driver request output torque 52 from the driver request output torque 41 provided by the signal processing 13 in a driver request preparation 18, namely via a filtering 19 and a modulation 20 as well as a plausibility check 62, which are each part of the driver request preparation 18.

[0042] Filtering 19 is used to smooth and limit the gradient of highly dynamic signals. Filtering 19 enables application-specific use and avoids disruptive inputs from the driver's input.

[0043] Modulation 20 enables time-controlled and / or event-controlled superimposition of the driver's input and serves to generate a characteristic torque curve. For example, boost pulses to generate a sport shift or brief torque reductions to simulate load shifts, as are common with friction-based shift elements, can be simulated in Modulation 20.

[0044] The plausibility check 62, when determining the processed and plausibility-checked driver-request output torque 52, takes into account in particular the drive-side torque limits of the drive units 1 and 2, as well as dynamic torque components of the target torques of the drive units 1 and 2, and optionally further torque components that depend on a speed control. The dynamic torque components of the target torques and the optional further torque components of the speed control are discussed in more detail below.

[0045] The target speed calculation 21 of the target quantity calculation 14 outputs the output quantity 53, i.e. the target speed of one of the drive units, in particular the first drive unit 1, wherein the target speed calculation 21 is based on a transition function 22 which is influenced by the switching sequence control 16 in the sense of the input quantity 54 for the transition function 22, namely, as described below, in a phase of a gear change to be executed.

[0046] As already explained, the output variable 53 is the target speed of one of the drive units 1 or 2. In the illustrated embodiment, this can be the target speed of the first drive unit 1, which is designed as an internal combustion engine, or alternatively, the target speed of the second drive unit 2, which is designed as an electric machine.

[0047] At least for the execution of the actual gear change, and also for driving outside the execution of the actual gear change, the target torques for the first drive unit 1 and for the second drive unit 2 are determined such that the respective target torques are composed of a static torque component and a dynamic torque component. This determination of the target torques takes place in the driving state analysis 15 in blocks 23 and 24, where block 23 corresponds to a constant driving gear of the transmission 3 and thus to driving outside the execution of the actual gear change, and where block 24 corresponds to a power split of the transmission 3 and thus to the execution of the actual gear change in the transmission from an actual gear to a target gear.

[0048] For a journey outside the execution of the actual gear change, in block 23 driving gear, 15 target torques for the two drive units 1 and 2 are determined as output variables 55 and 56 of the driving state consideration, whereby output variable 55 is the target torque for the first drive unit 1 and output variable 56 is the target torque for the second drive unit 2, each in the state of driving outside the execution of an actual gear change.

[0049] These target moments 55 and 56 consist of a static moment component, which is determined in block Statics 25, and a dynamic moment component, which is determined in block Dynamics 26.

[0050] In block 23, the driving mode for driving outside of an actual gear change, the static and dynamic torque components for the first drive unit 1 and the second drive unit 2 are determined depending on the plausible driver-requested output torque and / or depending on the target power split between the drive units 1 and 2 and / or depending on the actual gear and / or depending on a target speed of one of the drive units and / or depending on the actual output speed.

[0051] In block 23, static section 25 of block 23, the respective static torque components for the target torque of the first and second drive units 1 and 2 are determined for driving outside the execution of an actual gear change, depending on the plausible driver request output torque, depending on the target power distribution and depending on the effective gear ratio of the actual gear for the respective drive unit 1 or 2.

[0052] In block 26 dynamics of block 23 driving gear, the respective dynamic torque components of the target torques for the first and second drive unit 1 and 2 are determined for driving outside the execution of an actual gear change, depending on the target power distribution, depending on the effective gear ratio of the actual gear for the respective drive unit 1, 2, depending on a target speed of the first or second drive unit, as well as depending on the actual output speed or depending on the actual output angle acceleration or the time derivative (d / dt) of the actual output speed.

[0053] For driving outside the execution of an actual gear change, the target torque for the first drive unit 1 is preferably determined according to the following equations: MVMFG=MVMFG−stat+MVMFG−dyn, where MVMFG−stat=Mabw×prozhybiVMGx,and MVMFG−dyn=JredGx×(1−prozhyb)iVMGx×PI30×ddt(nab).

[0054] For driving outside the execution of an actual gear change, the target torque for the second drive unit 2 is preferably determined according to the following equations: MEMFG=MEMFG−stat+MEMFG−dyn, where MEMFG−stat=Mabw×prozhybiEMGx,and MEMFG−dyn=JredGx×prozhybiEMGx×PI30×ddt(nab), where M EMFG the target torque for the second drive unit is, M EMFG-stat the static torque component of the target torque for the second drive unit is, M EMFG-dyn the dynamic torque component of the target torque for the second drive unit is, M VMFG the target torque for the first drive unit is, M VMFG-stat the static torque component of the target torque for the first drive unit is, M VMFG-dyn the dynamic torque component of the target torque for the first drive unit is, M abw the plausible driver-requested downforce torque is, per cent hyb the target power distribution between the first and second drive units is, i EMGx an effective gear ratio of the actual gear for the second drive unit is, i VMGx an effective gear ratio of the actual gear for the first drive unit is, J redGx a reduced mass inertia of the entire drive in the current actual gear relative to a transmission output shaft, n ab the actual output speed is, PI is the constant π.

[0055] Block 24 Power Split of the driving state analysis 15 generates further output variables 57 and 58, where output variable 57 is the target torque for the first drive unit for the actual execution of a gear change in the transmission and output variable 58 is the target torque of the second drive unit 2 for the actual execution of a gear change, which in turn are composed of a static torque component and a dynamic torque component, which are determined in Block 24 Power Distribution in Blocks 27 Static and 28 Dynamic.

[0056] For the actual execution of a gear change, the static and dynamic torque components of the target torques 57 and 58 for the two drive units 1 and 2 are determined depending on the plausible driver request output torque and / or depending on the actual gear and / or depending on the target gear and / or depending on mass inertias and / or depending on a target speed of one of the drive units and / or depending on the actual output speed.

[0057] In block 27 Statics of block 24 Power distribution, the static moment components for the target moments of the drive units 1 and 2 are determined depending on the plausible driver request output torque and depending on coupling relationships of the drive units and the output.

[0058] In block 28 dynamics of block 24 power splitting, the dynamic torque components of the target torques of the drive units 1 and 2 are determined depending on mass inertias and depending on the time derivative (d / dt) of the actual output speed or depending on the actual drive angle acceleration.

[0059] For the actual execution of a gear change, the target torque for the first drive unit 1 is determined as follows: MVMGW=MVMGW−stat+MVMGW−dyn, where MVMGW−stat=Mabw×1iG*×i0*(i0*−1), and MVMGW−dyn=(J1+J13)×iVMsoll×PI30×ddt(nab).

[0060] For the actual execution of a gear change, the target torque for the second drive unit 2 is determined as follows: MEMGW=MEMGW−stat+MEMGW−dyn, where MEMGW−stat=Mabw×1iG*×1(1−i0*), and MEMGW−dyn=(J3+J31)×[i0*×iVMsoll−(i0*−1)]×PI30×ddt(nab), where M EMGW the target torque for the second drive unit is, MEMGW-stat the static torque component of the target torque for the second drive unit is, M EMGW-dyn the dynamic torque component of the target torque for the second drive unit is, M VMGW the target torque for the first drive unit is, M VMGW-stat the static torque component of the target torque for the first drive unit is, M VMGW-dyn the dynamic torque component of the target torque for the first drive unit is, M abw the plausible driver-requested downforce torque is, J3 is a moment of inertia of the second drive shaft, J 31 a coupling mass inertia from a planetary gear set with reference to the first drive shaft is, J1 is a moment of inertia of the first drive shaft, J 13 a coupling mass inertia from the planetary gear set with reference to the second drive shaft is, i 0*a coupling ratio of the planetary gear set is, i G* a gear ratio of the planetary gear set is, i VMsoll a translation for the first drive unit in the target gear is, n ab the actual output speed is, PI is the constant π.

[0061] According to Fig. Section 2 includes the driving state analysis 15 as a further block and thus functional assembly a speed controller 29, which generates further output variables 59, 60 of the driving state analysis 15, namely further dynamic torque components of the target torque for the first drive unit 1 and for the second drive unit 2, which are calculated with the respective target torque 57, 58. In the direction of arrow 61, the generation of the output variables 59 and 60 by the speed controller 29 is triggered or initiated in defined phases of a gear change by the shift sequence control 16.

[0062] Block Shift Sequence Control 16 visualizes that the execution of a gear change is subdivided into several phases P1 to P7, namely phase P1 Initialization, phase P2 Load Takeover, phase P3 Decoupling, phase P4 Speed ​​Transfer, phase P5 Coupling, phase P6 Load Return and phase P7 Completion.

[0063] Phases P2 to P6 are associated with the actual gas exchange. Phases P1 and P7 lie outside the actual gas exchange. Phase P0 represents normal driving with a constant drive ratio and no shifting required.

[0064] Phase PX clarifies special phases for handling special conditions, such as resolving jammed switching elements during load transfer during phase P2 or during load return during phase P6. Furthermore, special phase PX can resolve a tooth-to-tooth position on a switching element 9 of the gearbox 3. The transition between phases PO to PX depends on transition conditions 30, which are predefined by the control system.

[0065] Fig. 2 can be seen that during phase PO Normal driving and phase P1 Initialization as well as during phase P7 Completion only block driving gear 23 is active, so that during phases Normal driving P0 and Initialization P1 and Completion P7 the target torque for the first drive unit 1 and the target torque for the second drive unit 2 depend exclusively on block 23 and accordingly the static and dynamic torque components of these target torques are determined as described above with reference to blocks 23, 25 and 26.

[0066] In phases P3, P4 and P5 of a gear change, i.e. in phases decoupling P3, speed transfer P4 and coupling P5, only block 24 power split is relevant for determining the target torques for the two drive units 1 and 2, so that in phases P3, P4 and P5 decoupling, speed transfer and coupling the target torques for the two drive units 1 and 2 depend exclusively on block 24 power split and are determined as described above with reference to blocks 24, 27 and 28.

[0067] Fig. It can be deduced from section 2 that during phases P2 and P6, i.e., during phase P2 load transfer and phase P6 load return, both blocks 23 and 24, i.e., both block 23 driving gear and block 24 power split, are decisive for determining the target torques for the two drive units 1 and 2, meaning that during phases load transfer P2 and load return P6, first target torques for the drive units 1 and 2 are determined via block 23 driving gear and second target torques for the drive units 1 and 2 are determined via block 24 power split, as described in detail above.

[0068] During phase P2 load transfer, the first target torques of block 23 (driving gear) are transferred to the second target torques of block 24 (power split), preferably in a time-controlled linear manner.

[0069] During phase P6 load feedback, the second target torques of block 24 power split are transferred to the first target torques of block 23 driving gear, preferably again in a time-controlled linear manner.

[0070] In phases P4 speed transfer and P5 coupling, the switching sequence control 16 activates the speed controller 29 in the direction of arrow 61 in order to determine the further dynamic torque components for the target torques of the drive units 1 and 2 for phases P4 and P5 and, if necessary, also P6.

[0071] In the speed control of block 29, at least one actual speed profile of one of the drive units 1, 2, which develops as a result of the target torques of the drive units 1, 2, is compared with a corresponding target speed profile of the respective drive unit 1, 2. If there is a deviation, the speed controller 29 intervenes to bring the actual speed of the respective drive unit to its target speed. The speed of both the first drive unit 1, in particular the internal combustion engine, and the speed of the second drive unit 2, in particular the electric machine, can be controlled by the speed controller 29.

[0072] According to a first variant, the further dynamic torque components of the target torque for the first drive unit 1 and for the second drive unit 2 are determined via the speed controller 29 with reference to the speed of the first drive unit 1 as follows: MEMReg=(J3+J31)×i0*×PID[nVMset−nVMact], MVMReg=(J1+J13)×PID[nVMset−nVMact], where M EMReg the further dynamic torque component of the target torque for the second drive unit is, M VMReg the further dynamic torque component of the target torque for the first drive unit is J3 is a moment of inertia of the second drive shaft, J 31 a coupling mass inertia from a planetary gear set with reference to the second drive shaft is, J1 is a moment of inertia of the first drive shaft, J 13 a coupling mass inertia from the planetary gear set with reference to the first drive shaft is, i 0* a coupling ratio of the planetary gear set is, n VMsoll a target speed of the first drive unit for a PID control function is, n VMistThe actual rotational speed of the first drive unit for the PID control function is: PID is a PID control function.

[0073] According to a second variant, the dynamic torque components of the target torques for the drive units 1 and 2 are determined via the speed controller 29 with reference to the speed of the second drive unit 2 as follows: MEMReg=(J3+J31)×PID[nEMset−nEMact], MVMReg=(J1+J13)×1i0*×PID[nEMset−nEMact], where M EMReg the further dynamic torque component of the target torque for the second drive unit is, M VMReg the further dynamic torque component of the target torque for the first drive unit is J3 is a moment of inertia of the second drive shaft, J 31 a coupling mass inertia from a planetary gear set with reference to the first drive shaft is, J1 is a moment of inertia of the first drive shaft, J 13 a coupling mass inertia from the planetary gear set with reference to the second drive shaft is, i 0* a coupling ratio of the planetary gear set is, n EMsoll a target speed of the second drive unit for a PID control function is, n EMist The actual rotational speed of the second drive unit for the PID control function is: PID is a PID control function.

[0074] As already mentioned, the speed controller 29 outputs the output variables 59 and 60, which, for phases P4, P5, and optionally P6 (i.e., for the speed transition, coupling, and optionally load feedback phases), adjust the actual speed of one of the drive units to its target speed. Output variables 59 and 60 represent the additional dynamic torque components of the target torque of the two drive units 1 and 2. Specifically, output variable 59 represents the additional dynamic torque component of the target torque for the first drive unit 1, and output variable 60 represents the additional dynamic torque component of the target torque for the second drive unit 2. With the speed controller 29 active, the following applies in combination with the power split block 24: MVMGW=MVMGW−stat+MVMGW−dyn+MVMReg, MEMGW=MEMGW−stat+MEMGW−dyn+MEMReg.

[0075] How Fig. As can be further deduced from section 2, during phase P4 (speed transition), the transition function of block 22, controlled by the output variable 54 of the switching sequence control 16, is active to perform the transition of the gear ratio reference from the current gear of the executed shift to the target gear of the same shift. The target speed is determined in phase P4 (speed transition) using the transition function of block 22. Preferably, the target speed then follows a mathematically described S-curve generated by a polynomial function of at least the third order. This ensures a smooth and harmonious transition between the two gear ratios of the current gear and the target gear of the executed shift or gear change. A transition time is taken into account, which can be specified as a fixed value or as a generated value.

[0076] As already explained above, the determination of the target torques for the drive units 1 and 2, namely the determination of the dynamic and static torque components of the target torques for the drive units 1 and 2, is based on the plausible driver-request output torque 52 determined in block 14 target value calculation, namely in block 62 plausibility of the target value calculation 14.

[0077] The plausibility check of the driver-requested output torque 41 in the plausibility check block 62 for the provision of the plausibility-checked driver-requested output torque 52 depends, among other things, on the aforementioned output-side torque limits 68, 69, 70, 71 of the drive units 1 and 2. Details of the plausibility check 62 are described below with reference to Fig. 3 discussed in detail Fig. Figure 3 shows a block diagram of the plausibility check 62.

[0078] During plausibility check 62, the drive-side upper and lower torque limits 68, 69, 70, 71 of the two drive units 1, 2 are converted into output-side positive and negative torque limits 74, 75, namely in a block 76 limit calculation of plausibility check 62, whereby the processed and plausible driver-requested output torque 52 is determined from the output-side positive and negative torque limits 74 and 75 of the two drive units 1, 2 via a saturation function 67.

[0079] The terms "positive" and "negative" indicate the direction of action of the respective moments or powers with respect to the sign of the motor vehicle's axis of motion. The term "upper" can be used instead of "positive," and the term "lower" can be used instead of "negative."

[0080] Block 76 Limit Calculation of Plausibility Check 62 comprises blocks 63 and 64, whereby in block 63, analogous to block 23, a calculation is performed for a journey outside the execution of the actual gear change, so that in block 63, for the journey outside the execution of the actual gear change, the drive-side torque limits 68, 69, 70, 71 are converted into corresponding output-side, positive and negative torque limits 74a, 75a.

[0081] In block 63, the determination of the positive output-side torque limit 74a and the determination of the negative output-side torque limit 75a are carried out for the journey outside the execution of the actual gear change based on several input variables.

[0082] In block 63, the determination of the positive output-side torque limit 74a and the negative output-side torque limit 75a is carried out on the basis of the input-side torque limits 68, 69, 70, 71 of the drive units 1 and 2, on the basis of the actual output speed 44, on the basis of the actual speeds 45, 73 of the two drive units 1 and 2, on the basis of the target power distribution 46 between the two drive units 1 and 2 and on the basis of the input variables 77, 78, wherein the input variables 77, 78 are the dynamic torque components of the target torque for the two drive units 1, 2 determined in block 26 in the manner described above.

[0083] The input variable 77 is therefore the dynamic torque component of the target torque for the first drive unit determined in block 26, and the input variable 78 is the dynamic torque component of the target torque for the second drive unit, also determined in block 26.

[0084] It should be noted at this point that, as Fig. As can be seen from section 2, these dynamic moment components 77, 78 of the target moments in block 26 are actually calculated on the basis of the already plausible driver-request output torque 52. In the case of the Fig. The 3 dynamic torque components 77, 78 are those dynamic torque components that were determined in a previous cycle step of the control or regulation.

[0085] For a current cycle step, 76 dynamic torque components of the target torques of the drive units 1, 2 are used in the limit calculation, which were calculated in a previous cycle step in block 15.

[0086] In block 63, for a journey outside the execution of the actual gear change, the positive and negative torque limits 74a, 75a are calculated such that the drive-side upper and lower torque limits 68, 69, 70, 71 are converted into positive and negative power limits depending on the actual rotational speeds 49, 73 of the drive units 1, 2 and depending on the target power distribution 46 of the drive units 1, 2, whereby the output-side positive and negative torque limits are calculated from the positive and negative power limits of the drive units 1, 2 via a minimum selection and maximum selection as well as depending on the target power split 46 and depending on the actual rotational speed 44 of the output.

[0087] In block 63, the calculation of the output-side positive and negative torque limits for driving outside the execution of the actual gear change is preferably carried out using the following relationships: where PVMpos=MIN[MVMpos×abs(nVM×PI30)MEMpos×abs(nEM×PI30)×(100−prozhyb)prozhyb] PEMpos=MIN[MVMpos×abs(nVM×PI30)×prozhyb(100−prozhyb)MEMpos×abs(nEM×PI30)] PVMneg=MAX[MVMneg×abs(nVM×PI30)MEMneg×abs(nEM×PI30)×(100−prozhyb)prozhyb] PEMneg=MAX[MVMneg×abs(nVM×PI30)×prozhyb(100−prozhyb)MEMneg×abs(nEM×PI30)] where MabLimFGpos=MIN[PVMpos×100(100−prozhyb)PEMpos×1prozhyb]×abs(1nab×PI30) MabLimFGneg=MAX[PVMneg×100(100−prozhyb)PEMneg×100prozhyb]×abs(1nab×PI30) and whereby M VMmax the drive-side, upper torque limit of the first drive unit is, M VMminthe drive-side, lower torque limit of the first drive unit is, M EMmax the drive-side, upper torque limit of the second drive unit is, M EMmin the drive-side, lower torque limit of the second drive unit is, M VMdyn a dynamic torque component of the first drive unit is, M EMdyn a dynamic torque component of the second drive unit is, per cent hyb the target power distribution between the first and second drive units is, i EMGx an effective gear ratio of the actual gear for the second drive unit is, i VMGx an effective gear ratio of the actual gear for the first drive unit is, n VM the actual rotational speed of the first drive unit is, n EM the actual rotational speed of the second drive unit is, nab the actual output speed is, PI is the constant π, P VMpos the positive power limit of the first drive unit is, P VMneg the negative power limit of the first drive unit is, P EMpos the positive performance limit of the second drive unit is, P EMpeg the negative power limit of the second drive unit is, the output-side positive torque limit is, The negative torque limit on the output side is...

[0088] In block 64, for the execution of the actual gear change, a positive output-side torque limit 74b and a negative output-side torque limit 75b are calculated from the input-side upper and lower torque limits 68, 69, 70, 71, depending on the dynamic torque components 79, 80 of the drive units, as well as depending on the target gear 42 and actual gear 72 of the shift to be executed. The dynamic torque components 79, 80 are the dynamic torque components of the target torque of the two drive units 1, 2, calculated in the manner described above in block 28 of block 24 of block 15.

[0089] Optionally, the additional dynamic torque components 59, 60 of the speed controller 29 can also be taken into account in block 64.

[0090] In block 64, the actual gear change is executed as follows: first, the input-side torque limits 68, 69, 70, 71 of the drive units 1, 2 are converted into output-side positive and negative torque limits of the drive units 1, 2, depending on a coupling ratio, an output ratio, and dynamic torque components of the drive units 1, 2 determined in block 28. From these output-side positive and negative torque limits of the drive units 1, 2, the output-side positive and negative torque limits 74b, 75b are calculated via a minimum selection and a maximum selection.

[0091] The following relationships are preferably used when calculating the output-side positive and negative torque limits 74b, 75b in block 64: MVMstatmax=(MVMmax−MVMdyn) MVMstatmin=(MVMmin+MVMdyn) MEMstatmax=(MEMmax−MEMdyn) MEMstatmin=(MEMmin+MEMdyn) where, optionally, the dynamic torque components 59, 60 of the speed controller 29 can also be taken into account as further bracketed terms in the four equations above, where the following holds furthermore, the following applies MabLimGWpos=MIN[MabposVMMabposEM] MabLimGWneg=MAX[MabnegVMMabnegEM] and whereby M VMmax the drive-side, upper torque limit of the first drive unit is, M VMmin the drive-side, lower torque limit of the first drive unit is, M EMmax the drive-side, upper torque limit of the second drive unit is, M EMmin the drive-side, lower torque limit of the second drive unit is, M VMdyn the dynamic torque component of the first drive unit is, M EMdynthe dynamic torque component of the second drive unit is, the output-side, positive torque limit of the first drive unit is, the output-side negative torque limit of the first drive unit is, the output-side, positive torque limit of the second drive unit is, the output-side negative torque limit of the second drive unit is, i 0* the coupling translation is, i G* the output ratio is, the output-side positive torque limit is, The negative torque limit on the output side is...

[0092] As already explained, a circuit execution is subdivided into several phases. In phases P1 initialization and P7 completion, which lie outside the execution of the actual gear change, the output-side positive and negative torque limits 74, 75 are determined exclusively on the basis of the torque limits 74a, 75a determined in block 63. In phases P1 and P7, the positive output-side torque limit 74 therefore corresponds to the output-side positive torque limit 74a, and the output-side negative torque limit 75 corresponds to the output-side negative torque limit 75a.In phases P3, P4 and P5, i.e., in phases P3 decoupling, P4 speed transfer and P5 coupling, the calculation of the positive and negative torque limits 74, 75 is carried out exclusively as described with reference to block 64; in phases P3, P4 and P5, the positive output-side torque limit 74 corresponds to the positive torque limit 74b and the negative output-side torque limit 75 corresponds to the negative output-side torque limit 75b.

[0093] In phases P2 and P6, i.e., during phase P2 load take-off and phase P6 load return, the output-side positive torque limits 74, 75 are determined on the basis of both the torque limits 74a, 75a of block 63 and the torque limits 74b, 75b of block 64, namely via the in Fig. 3 transfer blocks 65, 66 shown, wherein in block 65 the positive torque limits 74a, 74b of the two blocks 63, 64 are converted to the positive output-side torque limit 74, and wherein in block 66 the negative torque limits 75a, 75b of blocks 63 and 64 are converted to the output-side negative torque limit 75.

[0094] The conversion in blocks 65 and 66 is performed in the sense of a time-controlled transition, whereby for phase P2 of a circuit configuration, the transition from torque limits 74a and 75a to torque limits 74b and 75b is performed in a time-controlled manner, whereas in phase P6, the transition from torque limits 74b and 75b to torque limits 74a and 75a of block 63 is performed in a time-controlled manner. This is done analogously to the transition of the target torques in phases P2 and P6 described above.

[0095] The aforementioned transfer of the torque limits in blocks 65 and 66 takes place, as already explained, depending on the phase of the circuit being executed, whereby block 16 (switching sequence control) provides an output variable 81 about the state of the circuit execution, i.e., about the currently active phase of the circuit execution, to block 62 (plausibility check) as an input variable, on the basis of which a decision is then made as to whether the transfer in blocks 65 and 66 takes place between the torque limits 74a, 75a and 74b, 75b provided by blocks 63 and 64 or not.

[0096] For each switching phase, block 76 provides output-side positive and negative torque limits, which are calculated in block 67 saturation with the driver-requested output torque 41 to provide the plausible driver-requested output torque 52.

[0097] In the plausibility check of block 62, the limit calculation in block 76 is performed first, followed by the saturation of the driver-requested output torque 41 based on the positive and negative torque limits 74 and 75 calculated in block 66. The calculation of the torque limits 74 and 75 takes into account the individual shift phases. Depending on the shift phase, the torque limits 74 and 75 are calculated either exclusively based on block 63 for driving outside the actual shift execution phase, or exclusively based on block 64 for driving during the actual shift execution phase, or based on both blocks 63 and 64 with a transition period between them.The four drive-side torque limits of drive units 1 and 2 serve as the basic input for block 62: the upper and lower drive-side torque limits of the first drive unit 1 and the upper and lower drive-side torque limits of the second drive unit 2. In addition, the current dynamic torque components of the target torques, calculated in blocks 26 and 28 in a previous cycle step, are also included as inputs. Optionally, the further dynamic torque components of the speed controller 29, also calculated in a previous cycle step, can be considered as inputs in block 62.

[0098] In block 63, the target power distribution between the two drive units 1 and 2 is considered for driving outside the execution of the actual gear change to ensure the energy distribution requirements are met. This target power distribution between the two drive units 1 and 2 defines the factor of the electrical power share in relation to the total drive power. Additionally, block 63 takes into account rotational speed information from both drive units 1 and 2, as well as the output 4. In block 64, the torque limits are calculated for the actual shift execution, considering the dynamic torque components of block 28. This calculation incorporates information about the current gear and target gear of the shift to be executed, as well as the coupling ratio and output ratio of a planetary gear set.

[0099] The plausible driver-request output torque 52 serves as a basis to calculate the static and dynamic torque components for the target torque of the two drive units 1, 2 in the respective current cycle step.

[0100] The described plausibility check of block 62 reacts to exceeding setpoint limits by limiting the output torque in accordance with the saturation function. This reaction is possible in every switching phase.

[0101] Optionally, if calculated control limits are exceeded, time parameters can also be adjusted in special cases. For example, in phase P4 (speed transition), the transition time can be adjusted, along with a corresponding reduction in the dynamic torque components.

[0102] Fig. Figure 4 shows time-dependent curves 31 to 40 that can form when applying the method according to the invention during the execution of a gear change, namely, curve 31 represents the actual gear of a shift to be executed, curve 32 represents the target gear of a shift to be executed, curve 33 represents a plausible driver-requested output torque, curve 34 represents a target torque of the first drive unit 1, curve 35 represents a target torque of the second drive unit 2, curve 36 represents the actual speed of the first drive unit 1, curve 37 represents the actual speed of the second drive unit 2, curve 38 represents an output speed, curve 39 represents the state of a shift element 9 to be opened, and curve 40 represents the state of a shift element 9 to be closed of the transmission 3. Fig. 4 further clarifies the individual phases PO to P7, in particular phases P1 to P7 of the gear change to be performed, also in accordance with Fig. 2. The activity of blocks 23, 24, and 29, i.e., block 23 (gear selection), block 24 (power splitting), and block 29 (speed control) of the driving state analysis 15. At times t1, t2, t3, t4, t5, t6, t7, and t8, a change occurs between the individual phases P0 to P7, as already described with reference to Fig. 2 described, based on control-side specified transition conditions 30.

[0103] Fig. Figure 4 shows a special case of the execution of a gear change with a constant, plausible driver-requested output torque 33, whereby during phase P0 (normal driving) with a fixed actual gear, the full drive torque is provided by the first drive unit 1, but no output torque is provided by the second drive unit 2. Before time t1, the switching element 40 to be engaged is open and the switching element 39 to be opened is closed. Before time t1, the vehicle is operated in phase PO with the actual gear engaged and no shift request at a constant drive ratio; according to signal waveform 32, there is therefore no shift request; according to signal waveform 33, the plausible driver-requested output torque is constant; according to signal waveform 34, only the first drive unit 1 provides torque at the output; according to signal waveform 35, the second drive unit does not provide any output torque.At time t1, a shift request is received. Starting at time t1, the actual gear deviates from the target gear according to curves 31 and 32, so that at time t1 the system switches to phase P1, the initialization of the shift execution. During phase P1 initialization, the transition from normal driving to the actual shifting sequence, which begins with phase P2, the load takeover, is coordinated. Shift-specific requirements such as the target gear, the shift speed, the selection of the shift elements involved, and the like are determined. Additionally, conditioning requirements can be issued during phase P1 initialization, such as a torque reserve for the first drive unit or similar parameters.

[0104] At time t2, the process transitions from phase P1 (initialization) to phase P2 (load transfer). During phase P2, the target torque for the first drive unit and the target torque for the second drive unit are determined by both block 23 (travel gear) and block 24 (power split), with a transition occurring from the target drive torques specified by block 23 (travel gear) to those specified by block 24 (power split). During phase P2 (load transfer), the switching element to be opened or designed is relieved of its load by means of the drive units and thus becomes load-free.

[0105] At time t3, the system switches to phase P3 (decoupling). During phase P3, according to signal waveform 39, the switching element to be opened for the gear change is moved from the closed state to the open state. Transmission 3 changes from state I (coupled) to state II (decoupled). By opening the switching element, an additional rotational degree of freedom is provided between drive units 1 and 2 in transmission 3. This additional degree of freedom is a prerequisite for the subsequent speed transfer in phase P4 (speed transfer).

[0106] In phase P4, speed transition, the speeds are controlled and transitioned to the new target speed determined from the new target gear using the transition function 22, which is preferably an S-shaped transition function. The target speed can be either the target speed of the first drive unit 1 or, alternatively, the target speed of the second drive unit 2.

[0107] For stabilization, the speed controller 29 is activated in phase P4. After the speed transition in phase P4, the system switches to the coupling phase P5 at time t5, during which the speed controller 29 remains active. In phase P5, after the speed transition has been completed, the new gear ratio of the target gear is provided by means of the switching element, which is to be closed in phase P5 according to signal waveform 40. The additional degree of freedom gained in phase P3 between the drive units 1 and 2 is then removed in phase P5.

[0108] In phase P6, a load return occurs, whereby both blocks 23 (gearbox) and 24 (power split) are again relevant for determining the target torques for drive units 1 and 2, whereby the target torques of block 24 (power split) are then transferred to the target torques of block 23 (gearbox). A complete load transfer, as in Fig.As shown in Figure 4, this is not strictly necessary. The load distribution at the end of phase P6 can instead correspond to the external requirement of the target power split.

[0109] In phase P7, the gear change is completed and a coordinated transition back to the normal driving operation of phase PO takes place. During phase P7, separate conditioning requests or feedback for analyzing the shifting process and thus the gear change can be communicated.

[0110] Accordingly, at least depending on a plausible driver-requested output torque for drive units 1 and 2, which act on different drive shafts 6 and 7 and, in particular when a shift is executed, are not in a constant transmission ratio to each other, a target torque is determined in each case, composed of a static torque component and a dynamic torque component.

[0111] A distinction is made between driving outside the actual gear change and driving during the actual gear change. For these scenarios, the corresponding target torques, consisting of a static component and a dynamic component, are individually calculated via the functions driving gear 23 and power split 24. During the execution of a shift, both methods of calculating the target torques are used in defined phases of the shift execution, and the target torques are transferred between the two methods. Furthermore, a speed controller 29 can regulate the speed of at least one drive unit 1, 2 to a corresponding target speed.

[0112] The static torque components for drive units 1 and 2 in the block, or for the functions of driving gear 23, depend on the target power distribution and on the effective gear ratio of the current gear for the respective drive unit. The dynamic torque components for drive units 1 and 2 in the block, or for the functions of driving gear 23, depend on the target power distribution, on the effective gear ratio of the current gear for the respective drive unit, on the target speed of the first or second drive unit, and on the observed or measured actual output speed or the observed or measured actual output angular acceleration.

[0113] The method uses physical relationships to determine the target torques for drive units 1 and 2. Rotational speed conditions are continuously recorded and evaluated. The driver-requested output torque is available as a plausible cross-sectional torque of the transmission output shaft 8. Reference sign 1 first drive unit 2 second drive unit 3 gearboxes 4 Drive 5th planetary stage 6 first drive shaft / transmission input shaft 7 second drive shaft 8 Gearbox output shaft 9 Switching element 10 Disconnect coupling 11 Control unit 12 Signal input 13 Signal processing 14 Target value generation 15 Driving condition analysis 16 Switching sequence control 17 Signal output 18 Driver request preparation 19 filters 20 Modulation 21 Target speed calculation 22 Transfer function 23rd gear 24 Service branching 25 Statics 26 Dynamics 27 Statics 28 Dynamics 29 speed controllers 30 Transitional conditions 31 Curve path 32 Curve pattern 33 Curve path 34 Curve path 35 Curve path 36 Curve path 37 Curve pattern 38 Curve path 39 Curve path 40 Curve pattern 41 Output signal conditioning 42 Output signal conditioning 43 Output signal conditioning 44 Output signal conditioning 45 Output signal conditioning 46 Output signal conditioning 47 Input size Signal output 48 Input size Signal output 49 Input size Signal output 50 Input size Signal output 51 Input size Signal output 52 Output variable Target variable generation 53 Output variable Target variable generation 54 Input variable Target variable generation 55 Initial variable for driving condition analysis 56 Initial variable for driving condition analysis 57 Initial variable for driving condition analysis 58 Initial variable for driving condition analysis 59 Initial variable for driving condition analysis 60 Initial variable Driving condition analysis 61 Input variable for driving condition analysis 62 Plausibility check Block 63 64 blocks 65 Transfer block 66 Transfer block 67 Saturation function 68 Output signal conditioning 69 Output signal conditioning 70 Output signal conditioning 71 Output signal conditioning 72 Output signal conditioning 73 Output signal conditioning 74 Torque limit 74a Torque limit 74b Torque limit 75 Torque limit 75a Torque limit 75b Torque limit 76 Limit Calculation 77 Input size 78 Input size 79 dynamic torque component 80 dynamic torque component 81 Output variable switching sequence control

Claims

[1] Method for operating a drive train comprising several drive units (1, 2), a transmission (3) and an output (4), wherein a first drive unit (1) acts on a first drive shaft (6), wherein a second drive unit (2) acts on a second drive shaft (7), and wherein the transmission (3) comprises several switching elements (9), wherein, for a gear change to be performed from an actual gear to a target gear, a switching element (9) that is closed in the actual gear and open in the target gear is opened and a switching element (9) that is open in the actual gear and closed in the target gear is closed, where, for the gear change to be performed, target torques for the first and second drive unit (1, 2) are determined at least depending on a driver-requested output torque, wherein a processed and plausible driver-request output torque is determined from the driver-requested output torque, depending on an upper drive-side torque limit of the first drive unit (1) and a lower drive-side torque limit of the first drive unit (1), as well as depending on an upper drive-side torque limit of the second drive unit (1, 2) and a lower drive-side torque limit of the second drive unit (1, 2), on the basis of which the target torques for the first and second drive units (1, 2) are determined, characterized by , that The execution of a gear change is subdivided into the phases initialization, load take-up, decoupling, speed transfer, coupling, load return and completion. wherein, during the initialization and completion phases of a gear change, the output-side positive and negative torque limits are calculated, and during the load take-up and load return phases of a gear change, the first output-side torque limits are calculated such that the drive-side, upper and lower torque limits of the drive units (1, 2) are converted into output-side, positive and negative torque limits, The processed and plausible driver-requested output torque is determined from the output-side, positive and negative torque limits via a saturation function. For a journey outside the execution of the actual gear change, the drive-side torque limits of the drive units (1, 2) are converted into the output-side positive and negative torque limits depending on dynamic torque components of the drive units (1, 2), depending on actual speeds of the drive units and the output and depending on a target power distribution. wherein, during the phases of decoupling, speed transfer and coupling of a gear change, the output-side positive and negative torque limits are calculated, and during the phases of load take-up and load return of a gear change, a second output-side torque limit is calculated such that the drive-side, upper and lower torque limits of the drive units are converted into output-side, positive and negative torque limits, The processed and plausible driver-requested output torque is determined from the output-side, positive and negative torque limits via a saturation function. For the execution of the actual gear change, the drive-side torque limits of the drive units (1, 2) are converted into the output-side positive and negative torque limits depending on the dynamic torque components of the drive units (1, 2), depending on a coupling ratio and depending on an output ratio. where, during the load takeover phase of a gear change, the transition from the first torque limits to the second torque limits is time-controlled, and during the load return phase of a gear change, the transition from the second torque limits to the first torque limits is time-controlled. [2] Method according to claim 1, characterized by , that for the execution of the actual gear change The drive-side torque limits of the drive units (1, 2) are converted into output-side torque limits of the drive units (1, 2) depending on the dynamic torque components of the drive units (1, 2), depending on the coupling ratio and depending on the output ratio. The output-side positive and negative torque limits are calculated from the output-side torque limits of the drive units (1, 2) via a minimum selection and maximum selection. [3] Method according to claim 2, characterized by , that for the execution of the actual gear change, the drive-side torque limits of the first and second drive unit (1, 2) are converted into the output-side, positive and negative torque limits according to the following equations: MVMstatmax=(MVMmax−MVMdyn) MVMstatmin=(MVMmin+MVMdyn) MEMstatmax=(MEMmax−MEMdyn) MEMstatmin=(MEMmin+MEMdyn) where the following applies furthermore, the following applies MabLimGWpos=MIN[MabposVMMabposEM] MabLimGWneg=MAX[MabnegVMMabnegEM] and whereby M VMmax the drive-side, upper torque limit of the first drive unit is, M VMmin the drive-side, lower torque limit of the first drive unit is, M EMmax the drive-side, upper torque limit of the second drive unit is, M EMmin the drive-side, lower torque limit of the second drive unit is, M VMdyn a dynamic torque component of the first drive unit is, M EMdyn a dynamic torque component of the second drive unit is, i 0* the coupling translation is, i 0* the output ratio is, the output-side positive torque limit is, The negative torque limit on the output side is... [4] Method according to any one of claims 1 to 3, characterized by , that for the journey outside the execution of the actual gear change The drive-side, upper and lower torque limits are converted into power limits of the drive units (1, 2) depending on the dynamic torque components and actual speeds of the drive units and depending on the target power distribution of the drive units (1, 2). The output-side positive and negative torque limits are calculated from the performance limits of the drive units (1, 2) via a minimum selection and maximum selection, as well as depending on the target power distribution of the drive units (1, 2) and depending on the actual rotational speed of the output. [5] Method according to claim 4, characterized by, that for driving outside the execution of the actual gear change, the drive-side, upper and lower torque limits of the first and second drive unit (1, 2) are converted into the positive and negative torque limits according to the following equations: where PVMpos=MIN[MVMpos×abs(nVM×PI30)MEMpos×abs(nEM×PI30)×(100−prozhyb)prozhyb] PEMpos=MIN[MVMpos×abs(nVM×PI30)×prozhyb(100−prozhyb)MEMpos×abs(nEM×PI30)] PVMneg=MAX[MVMneg×abs(nVM×PI30)MEMneg×abs(nEM×PI30)×(100−prozhyb)prozhyb] PEMneg=MIN[MVMneg×abs(nVM×PI30)×prozhyb(100−prozhyb)MEMneg×abs(nEM×PI30)] where MabLimFGpos=MIN[PVMpos×100(100−prozhyb)PEMpos×1prozhyb]×abs(1nab×PI30) MabLimFGneg=MAX[PVMneg×100(100−prozhyb)PEMpos×1prozhyb]×abs(1nab×PI30) and whereby M VMmax the drive-side, upper torque limit of the first drive unit is, M VMminthe drive-side, lower torque limit of the first drive unit is, M EMmax the drive-side, upper torque limit of the second drive unit is, M EMmin the drive-side, lower torque limit of the second drive unit is, M VMdyn a dynamic torque component of the first drive unit is, M EMdyn a dynamic torque component of the second drive unit is, per cent hyb the target power distribution between the first and second drive units is, i EMGx an effective gear ratio of the actual gear for the second drive unit is, i VMGx an effective gear ratio of the actual gear for the first drive unit is, n VM the actual rotational speed of the first drive unit is, n EM the actual rotational speed of the second drive unit is, nab the actual output speed is, PI is the constant π, the output-side positive torque limit is The negative torque limit on the output side is... [6] Method according to any one of claims 1 to 5, characterized by , that for a current cycle step of the plausibility check, dynamic torque components of the drive units (1, 2) are used which were determined in a previous cycle step. [7] Control device of a motor vehicle, characterized bythat the same determines a processed and plausible driver-requested output torque from the driver-requested output torque, at least for a gear change and also for driving outside the actual gear change, depending on an upper drive-side torque limit and a lower drive-side torque limit of the first drive unit (1) and depending on an upper drive-side torque limit and a lower drive-side torque limit of the second drive unit (2), on the basis of which it determines target torques for the first and second drive units (1, 2), wherein it executes the method according to one of claims 1 to 6 on the control side.

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