Method for controlling the powertrain of a hybrid vehicle

Abstract

Method for controlling a powertrain of a hybrid vehicle, comprising at least one internal combustion engine (ICE), at least one electric motor (EM2, EM1), a transmission (G), and wheels (R), wherein the internal combustion engine (ICE) can be operated at a speed (nICE) and wherein the wheels (R) can be driven at least by one electric motor (EM2) with a wheel power (PRad), wherein, if an increase in wheel power (PRad) is requested by a driver of the hybrid vehicle during at least partial electric drive of the wheels (R), the wheel power (PRad) at the wheels (R) is first increased by the electric motor (EM2) and only then the speed (nICE) of the internal combustion engine (ICE), wherein the wheel power (PRad) at the wheels (R) is increased in at least two phases (I, II) with different average gradients (PRad / t) per unit of time (t).wherein the average gradient (Prad / t) of the wheel power (PRad) per time (t) is greater in the first phase (I) than in the second phase (II) and wherein the rotational speed (nVKM) of the internal combustion engine (VKM) is only increased in the second phase (II), wherein the wheel power at the wheels is increased in three phases (I, II, III) with different average gradients (PRad / t) per time (t), wherein the average gradient (PRad / t) of the wheel power (PRad) per time (t) in the third phase (III) is greater than in the second phase (II) and also greater than in the first phase (I), wherein if, during at least partial electric motor drive of the wheels (R), an increase in wheel power (PRad) is requested by the driver of the hybrid vehicle, by which at least one electric machine (EM2, EM1) initially increases the wheel power (PRad) at the wheels (R) in the first phase (I),in the second phase (II) the at least one electric machine (EM2, EM1) first increases a gearbox input torque (MGE) to a compensation torque (MKMTM) to compensate for an acceleration of rotational mass inertia and / or a gearbox input power (PGE) to a compensation power (PKMTM) to compensate for an acceleration of rotational mass inertia, and then, upon reaching the compensation torque (MKMTM) and / or the compensation power (PKMTM) in the second phase (II), the gearbox input torque (MGE) after reaching the compensation torque (MKMTM) and / or the gearbox input power (PGE) after reaching the compensation power (PKMTM) is reduced by the at least one electric machine (EM2,EM1) is reduced again and the rotational speed (nVKM) of the internal combustion engine (VKM) is increased by the internal combustion engine (VKM) and then, with a reduction (VBMTM) of the acceleration of the rotational mass inertias in the third phase (III) by the at least one electric machine (EM2, EM1), the wheel power (Prad) at the wheels (R) is increased.

Description

[0001] The invention relates to a method for controlling a powertrain of a hybrid vehicle. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality.

[0002] In conventional vehicles, which only have an internal combustion engine as a motor and a In multi-speed transmissions with fixed ratios, there is a correlation between the speed of the internal combustion engine and the vehicle's speed, as well as between a selected fixed Translation and the resulting maximum possible acceleration of the vehicle.

[0003] In conventional vehicles, an acceleration process in which the driver of the vehicle, for example, from a journey at low engine speed, for example, to initiate an overtaking maneuver on a country road or motorway or for entering a motorway, a sudden Increasing wheel power at the wheels essentially takes place in three phases.

[0004] In a first phase, the driver of the vehicle can request a sudden increase in wheel power.

[0005] In a second phase, the speed of the internal combustion engine can then be increased in conventional vehicles to A speed was increased at which the required wheel power can be provided in a lower gear. This requires, in particular, the expenditure of additional energy to overcome rotational mass inertia. accelerate. If no additional torque is available for this, it initially results in a drop in This results in increased wheel power, which contradicts the driver's actual requirement for increased wheel power. The aforementioned "additional torque", which serves to accelerate the mass inertias, is described in the The following is also referred to as the "compensation torque". The value corresponding to the compensation torque Power is also referred to below as "compensation power". The compensation torque or the Therefore, in the end, the compensation power is essentially unavailable for propelling the vehicle. and must be calculated from the total applied torque or from the total applied Total power must be subtracted to determine the actual available torque or the actual power output. To obtain available power for propelling the vehicle.

[0006] In a third phase, conventional vehicles can be shifted into a lower gear and a Torque transfer takes place. The rotational speed of the gearbox at which the torque is transmitted can change, and to increase the transmitted power.

[0007] The driver can also monitor the entire acceleration process “acoustically” via the engine speed level of the Internal combustion engine and "haptically" or in terms of driving feel, via the resultant power output at the wheels Acceleration, or rather the change in acceleration, is perceived by the driver. The rotational speed of the internal combustion engine in the second phase can be perceived particularly acoustically. Furthermore, the Drivers can perceive the transition from the second phase to the third phase particularly clearly "haptically," since after the Upon reaching the new engine speed, the acceleration increases abruptly. This can be handled by the driver in the conventional manner. This can be interpreted as the end of the shifting process or as a new, more dynamic driving condition, which leads to... A suitable example is an overtaking maneuver on a country road or motorway, or merging onto a motorway. to be carried out safely.

[0008] These acceleration phases can in principle occur in all conventional vehicles which only an internal combustion engine and a multi-speed transmission with fixed gear ratios, for example a Dual-clutch transmission, a stepped automatic transmission, or an automated or manual transmission exhibit, occur. In conventional vehicles, which only have an internal combustion engine and a In cases where the transmission is a manual gearbox, the drop in wheel power can be particularly pronounced in the second phase. This is because the torque for a speed transfer must first be reduced to zero and only then increased again. Torque, and therefore wheel power, can be transferred to the wheels.

[0009] In hybrid vehicles with an internal combustion engine and with at least one electric motor, to Example for series-parallel hybrid vehicles, for series hybrid vehicles, for hybrid vehicles with electric motors. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. Continuously variable transmissions, so-called eCVT hybrid vehicles (eCVT; English: electric Continuously Variable Transmission), and / or in parallel hybrid vehicles with mechanical continuously variable transmissions (CVT). Transmission), there are often no or only a small number of fixed translations available.

[0010] From DE 10 2008 053 ​​505 A1 a method for controlling a series-parallel hybrid vehicle with a with a single-speed internal combustion engine, with at least one electric motor, with a gearbox and with at least known by an electric motor with a wheel power driven wheels, in which if When an increase in wheel power is requested during a purely electric drive of the wheels, first the Wheel power is delivered to the wheels, and then the engine speed is increased. The wheel power at the The wheels are changed in three phases: in the first phase they are increased, in the second phase they are kept constant. and reduced in the third phase.

[0011] From DE 10 2005 061 397 A1, another method for operating a hybrid vehicle is known, which however, it cannot be driven purely by electric motors.

[0012] The methods known in the prior art for controlling hybrid vehicles or powertrains are However, they are not yet optimally developed. This is how acceleration processes typically work in hybrid vehicles, for example. which the driver of the vehicle, for example to initiate an overtaking maneuver on a country road or motorway or when merging onto a motorway, a sudden increase in wheel power is required, the phases being different than before described for conventional vehicles. For example, in hybrid vehicles the engine speed can be adjusted. The internal combustion engine and the vehicle's speed are decoupled from each other, and for example In hybrid vehicles with continuously variable transmissions, the engine speed is already simultaneously adjusted in the second phase. The internal combustion engine and wheel power are increased, and in the third phase the complete Wheel power is available. However, due to the widespread use of conventional vehicles, this may not be the case from the perspective of The driver has an expectation regarding the driving behavior of a hybrid vehicle, and this is determined by the driving behavior of The driving behavior of a hybrid vehicle, which differs from that of conventional vehicles, is perceived by the driver as taking some getting used to and / or be perceived as uncomfortable and / or irrational. Known methods for control from the state of the art. of hybrid vehicles, in which electrical energy is used to increase driving comfort and / or vehicle performance The use of such methods, for example a so-called "electric boost", can lead to a reduced [performance / efficiency / etc.]. Lead to energy efficiency.

[0013] The invention is therefore based on the objective of designing the aforementioned method in such a way and further education so that, as a result, a more dynamic and / or comfortable and / or better driving experience for the driver of the vehicle A comprehensible driving behavior of the hybrid vehicle can be achieved.

[0014] The problem underlying the invention is achieved by the method with the features of claim 1 solved. The method for controlling a powertrain of a hybrid vehicle with at least one Internal combustion engine that can be operated at a certain speed, with at least one electric motor, with at least a gearbox and with, in particular at least by means of an electric motor with a wheel power designed with driven wheels.

[0015] In the method, if during an at least partially, in particular purely electric motor drive the Wheels, for example a sudden increase in wheel power, especially due to the driver of the vehicle, The request is made first for the wheel power at the wheels and only then for the rotational speed of the internal combustion engine. This increases the wheel power at the wheels in at least two phases with different average power levels. Gradients (P / t) per unit time (t) are increased. The average gradient (P / t) of the wheel power (P) per unit time (t) is given by... Rad Rad RadThis text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. The power output at the wheels is greater in the first phase than in the second phase. This can be determined in particular by the... The electric motor's speed can be increased. The rotational speed of the internal combustion engine is only increased in the... increased in the second phase.

[0016] In this way, the driver of the hybrid vehicle can also be protected in the event of at least partial, in particular purely The electric motor drive provides a haptic driving experience in both the first and second phases, especially due to the A haptically perceptible increase in wheel power and thus in vehicle speed and the Vehicle acceleration, and in the second phase also an acoustic driving experience, especially through the acoustic A noticeable increase in the engine speed, as in a conventional vehicle, which is powered solely by an internal combustion engine and includes a multi-speed transmission, and thus a More comfortable and / or more easily understandable driving behavior of the hybrid vehicle will be conveyed.

[0017] Thus, in particular with a given design of the hybrid vehicle, for example without A constructive change to the design of the hybrid vehicle or the powertrain can be achieved so that the driver of the hybrid vehicle receives better feedback on the current performance of the hybrid vehicle and as a result, its driving behavior may be more positive and / or transparent and / or easier to understand and / or can be rated as more comfortable and / or sportier and / or more dynamic.

[0018] For example, the speed of the internal combustion engine can be increased to a speed at which... an internal combustion engine drive of the wheels, the wheel power at the wheels of the requested wheel power This corresponds to the acoustic driving experience. This allows for a further improvement in the driving experience.

[0019] In a further embodiment, the wheel power is applied to the wheels in three phases with different levels of power. The average gradient (P / t) per unit of time (t) is increased. The average gradient (P / t) is the wheel power (P). Bike Bike ) per unit time (t) is greater in the third phase than in the second phase. In particular, the average slope (P) Bike Bike The power (P) per unit time (t) of the wheel in the third phase is greater than in the first phase. This allows the driver of the wheel Hybrid vehicles with a purely electric drive also offer a haptic driving sensation in the third phase, in particular through the haptically perceptible increase in wheel power and thus in vehicle speed and Vehicle acceleration, as with a conventional vehicle powered solely by an internal combustion engine is powered and includes a multi-speed transmission, resulting in a more comfortable and / or better driving experience. The driving behavior of the hybrid vehicle will be conveyed in a comprehensible manner.

[0020] In a further embodiment, if during at least partial, in particular purely electric motor drive of the wheels, an increase in wheel power, especially by the driver of the vehicle, is required, by which at least one electric machine, in particular by the electromotive electric machine, Initially, in the first phase, the wheel power is increased, in particular only the power output at the wheels. This can be achieved, in particular, by... the at least one electric machine, in particular the electromotive electric machine, a Transmission input torque and / or transmission input power are applied, by which, In particular, only the wheel power at the wheels is increased. Thus, in the first phase, for example, A sudden increase in wheel power, or one achieved with a steep gradient, and thus a spontaneous increase The vehicle provides feedback to the driver's request, just like a conventional vehicle with a This can be achieved with a large-displacement internal combustion engine.

[0021] In a further embodiment, in the second phase, the at least one electric machine is used, especially through the generator-type electric machine explained later, initially additionally a or the This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. transmission input torque to a compensation torque, especially with a positive value, to Compensation for an acceleration of rotational mass inertias and / or a or the gearbox input power to a compensation power, especially with a positive value, for compensation an acceleration of rotational mass inertia increases. This can advantageously prevent a drop in wheel power. rotational inertia can be avoided. Furthermore, the use of at least one electric motor can prevent this. gearbox input torque and / or gearbox input power with higher efficiency and This makes them more energy-efficient and also faster to adjust than with an internal combustion engine.

[0022] In a further embodiment, after reaching the compensation torque and / or the Compensation power in the second phase is the gearbox input-side torque and / or the gearbox input-side Power is supplied by at least one electric machine, in particular by the generator described later. The electric motor was slowed down again, and the speed of the internal combustion engine was increased. This allows for the second phase to proceed. A haptic and acoustic driving experience similar to that of a conventional vehicle can be achieved.

[0023] In a further embodiment, when the acceleration of the rotational Mass inertia in the third phase due to the at least one electric machine, in particular due to the electric motor electric machine that increases wheel power at the wheels, especially abruptly or with a steep inclines, increased. This allows the driver of the hybrid vehicle to benefit even on inclines that are at least partially, especially purely, steep inclines. The electric motor drive also provides a haptic driving experience, especially through the haptically perceptible increase in the Wheel power, and therefore vehicle speed and vehicle acceleration, as with a conventional, only this is mediated by a vehicle powered by an internal combustion engine. This can be beneficial for driving comfort and the The traceability of the hybrid vehicle's driving behavior is of particular interest, since conventional vehicles Drivers accustomed to driving often notice a haptically perceptible increase in wheel power and thus vehicle speed. and vehicle acceleration as the end of a shifting process or as the beginning of a new, more dynamic one Driving conditions are assessed, for example, which is suitable for an overtaking maneuver on a country road or motorway or to safely merge onto a motorway. Furthermore, this can prevent accidents involving drivers of hybrid vehicles with a continuous acceleration behavior and / or a continuous increase in power output are sometimes described as disadvantages. Driving impression of a Acceleration with a "rubber band effect" and / or a low-powered vehicle should be avoided.

[0024] For example, the transmission input torque can be adjusted after reaching the Compensation torque and / or the gearbox input power after reaching the The compensation power should be reduced at least to a value of zero.

[0025] If necessary, the transmission input torque can even be reduced after reaching the Compensation torque and / or the gearbox input power after reaching the The compensation power can be reduced again to a negative value. This allows for the compensation of Energy expended during the acceleration of rotational masses can be recovered. This process can... the transmission input torque and / or the transmission input power, for example, in particular in the case of a reduction and / or elimination of the acceleration of the rotational mass inertias from the negative The value, especially down to a value of zero, can be increased again. This can involve increasing and decreasing the Total energy neutral in terms of transmission input torque and / or transmission input power, especially with a balanced charge balance of the electrical storage, in order to achieve a particularly to achieve an energy-efficient implementation of the process.

[0026] In a further embodiment, the hybrid vehicle comprises, in addition to the electric motor, an electric motor. A regenerative electric machine. The regenerative electric machine can operate in regenerative mode. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. in particular, it can be powered by, or be powered by, an internal combustion engine. Thus, the generator electric machine in generator operation, especially with a power output of a negative value be operable or can be operated. This can be achieved through the generator-type electric machine in the In regenerative operation, an electrical storage device, such as a battery, must be rechargeable with electrical energy. or be charged.

[0027] In a further embodiment, if in the second phase the transmission input side is additionally Torque applied to the compensation torque to compensate for the acceleration of rotational forces Mass inertia and / or the gearbox input power on the compensation power to compensate for the Acceleration of rotational masses of inertia by the at least one electric machine, in particular by the regenerative electric machine, is increased, first the amount of the negative value of the regenerative power Electric machine in generator mode to compensate for the acceleration of rotational mass inertias reduced. In particular, the magnitude of the negative value of the power of the generator-type electric machine can be reduced. The generator operation is reduced to such an extent that the sum of the power of the generator electric machine and the power of the electromotive electric machine, a total power of the electric machines with a positive A value for compensating the acceleration of rotational mass inertia results. In particular, the Total power of the electric machines, the gearbox input power of at least one electric machine are equivalent to.

[0028] In a further embodiment, the amount of the negative value of the power of the generator is Electric machine in generator mode after achieving compensation of the acceleration of rotational Mass inertia is increased again. The magnitude of the negative value of the generator's power can be increased. The electric machine in generator mode can be increased again, in particular, in such a way that the total power of the Electrical machines, in particular those consisting of the sum of the power of the generator-type electrical machine and the The power output of the electromotive electric machine results, after the compensation of the acceleration is achieved, from rotational mass inertia is reduced again.

[0029] For example, the magnitude of the negative value of the power of the generator-type electric machine can be used in the generator operation can be increased again in such a way that the total output of the electric machines, in particular which from the sum of the power of the generator-type electric machine and the power of the electromotive The electric machine results, after achieving compensation of the acceleration of rotational mass inertias, at least until a value of zero is reached.

[0030] If necessary, the magnitude of the negative value of the power of the generator-type electric machine can be used in the generator operation can be increased again in such a way that the total output of the electric machines, in particular which from the sum of the power of the generator-type electric machine and the power of the electromotive The electric machine results, after achieving compensation of the acceleration of rotational mass inertias, is reduced again to a negative value. This can involve increasing and decreasing the overall power output of the Electric machines are energy-neutral overall, especially with a balanced charge balance of the electrical storage system. to be carried out in order to achieve an energy-efficient implementation of the process.

[0031] In a further embodiment, the magnitude of the negative value of the power of the generator-type electric machine is expressed in the generator operation continues with a reduction in the acceleration of the rotational mass inertias, especially abruptly, increased. In particular, the amount of the negative value of the performance can be significantly increased. The generator-type electric machine in generator mode can be increased further, especially abruptly, such that With the elimination of the acceleration of the rotational mass inertias, the total power of the electric machines... This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. in particular which are the sum of the power of the generator electric machine and the power of the The electromotive electric machine results in a value of zero.

[0032] In general, the following should also be noted: In particular, the sum of the performance results the internal combustion engine and the power output of the generator-type electric machine in generator mode Compensation power for accelerating rotational mass inertia. From the gearbox input power. The total power that must be supplied or removed electrically (from / into the) is determined by the electrical machines. Battery). It is therefore conceivable that the electromechanical electric motor provides an additional torque / an additional Power from battery energy, in particular therefore a "higher level of driving dynamics" at the expense of the electrical stored energy realized, or conversely, that the electromotive electric machine delivers less power / torque is provided and then ultimately, together with the generator electric machine, charges the battery This was achieved at the expense of driving performance.

[0033] The disadvantages mentioned at the outset are therefore avoided and corresponding advantages are achieved.

[0034] There are now a multitude of ways to advantageously implement the method according to the invention. to develop and further refine the patent claims. For this purpose, reference may first be made to the patent claims subordinate to patent claim 1. Reference is made to the following. The following describes some preferred embodiments of the method with reference to the drawing and the The accompanying description explains this in more detail. The drawing shows: Figs. 1a-c show schematic representations of different embodiments of the invention. Methods for steerable hybrid vehicles or their respective powertrains; Fig. 2a shows a schematic graph of the rotational speed of the internal combustion engine against the Time during at least partial, especially purely electric motor drive of the wheels by the electromotive electric machine; Fig. 2b shows a schematic graph of wheel power versus time during the process shown in Fig. 2a. shown time period and process; Fig. 2c shows a schematic graph of the torque, in particular the torque at the Gearbox input, of rotational mass inertia and the internal combustion engine, against time during the time period and process shown in Fig. 2a and Fig. 2b; Fig. 2d shows a schematic graph of the power, in particular the power at the Gearbox input, of rotational mass inertia and the internal combustion engine, against time during the time period and process shown in Figs. 2a to 2c; and Fig. 2e shows a schematic graph of the power, in particular the power at the Gearbox input, of rotational mass inertia, the internal combustion engine, and a electromotive electric machine and a generator electric machine, against time for a special Design of the procedure during the time period and process shown in Fig. 2a to Fig. 2d.

[0035] Figs. 1a to 1c show different embodiments of devices controllable by the method according to the invention. Drive trains in hybrid vehicles.This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality.

[0036] The hybrid vehicles each have an internal combustion engine (ICE), at least one electric motor, in particular an electromotive electric machine, EM2, a gearbox G and wheels R driven via the gearbox G. The internal combustion engine (ICE) can be operated at a rotational speed n. The wheels R can be VKM at least by means of the electric motor or electric motor-operated electric machine EM2 with a wheel power P wheel be powered.

[0037] In the embodiments shown in Figs. 1a to 1c, the hybrid vehicles additionally include the In addition to the electromotive electric machine EM2, there is also a generator-operated electric machine EM1. Here, the two electric machines EM1 and EM2 are particularly important as components of the gearbox. trained or arranged. In the various configurations, the generator function can be implemented in a generator-based operation. The electric motor EM1 is driven by the internal combustion engine VKM and thus equipped with a Power P is operated with a negative value, thereby powering an electrical storage device B, for example a battery. EM1 be charged with electrical energy.

[0038] Fig. 1a shows a series-parallel hybrid vehicle which includes both an electric motor EM2 as also includes a generator-type electric machine EM1. The internal combustion engine VKM is connected to the generator electric machine EM1 and via a disconnect coupling K0 to the gearbox G or to the wheels R connected. The electromechanical electric motor EM2 is also effectively connected to the gearbox G. In a series-parallel hybrid vehicle, the wheels R can be both when the disconnect clutch K0 is closed. electrically powered by the EM2 electric motor, as well as internal combustion powered by the Internal combustion engine (ICE) driven, which is also known as parallel drive. In this case, in particular part of the wheel power at the wheels by the electric motor EM2 and another part The wheel power is provided at the wheels by the internal combustion engine (ICE). With an open In a series-parallel hybrid vehicle, the disconnect clutch allows the wheels R to be driven purely by electric motors. The electric motor EM2 is driven. This can be achieved through the internal combustion engine (VKM). the generator-type electric machine EM1 is driven by which the electrical storage device B is powered Energy is charged and / or the electromechanical electric machine EM2 is supplied with electrical energy, which also This is referred to as a serial drive. In the hybrid vehicle shown in Fig. 1a, the so-called serial drive is used. Drive mode: the internal combustion engine (ICE) transmits its power indirectly to the wheels at any given speed. transmitted.

[0039] The hybrid vehicle shown in Fig. 1b differs essentially from the one shown in Fig. 1a in that Hybrid vehicle in which the internal combustion engine (ICE) is powered by an electric motor instead of a disconnect clutch. Continuously variable transmission eCVT (eCVT; English: electric Continuously Variable Transmission) or via a summing gearbox to The transmission G is connected to the wheels R. Even in such a hybrid vehicle, the wheels can be both They can be driven by electric motors (EM1 / EM2) as well as by internal combustion engines (the VKM). In hybrid vehicles with continuously variable transmissions, the internal combustion engine (ICE) can deliver its power at any time. any rotational speed n and thus also mechanically transmitted to the wheels, and the wheel power level continuously variable. VKM will be changed.

[0040] However, in hybrid vehicles controlled by conventional control methods, the driver may experience a Sometimes described as a disadvantageous driving experience, this is characterized by acceleration with a "rubber band effect", which This may be due to the fact that in hybrid vehicles controlled by conventional control methods, the driver... This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. no - as with conventional vehicles powered solely by combustion engines during the transition from the second The transition from the third phase to the usual - abrupt increase in acceleration is perceived more haptically, which, however, is like as explained below, which can be avoided by the method according to the invention.

[0041] Fig. 1c shows a series hybrid vehicle which also has both an electric motor EM2 as also includes a generator-type electric machine EM1. The internal combustion engine (VKM) is only connected to the The generator-type electric machine EM1 is connected. Only the gearbox G and the wheels R are connected to it. The EM2 electric motor is mechanically connected. In a series hybrid vehicle, the wheels R solely driven by the EM2 electric motor. The internal combustion engine VKM serves only to drive the generatorial electric machine EM1, through which EM2 the electric Storage B charged with electrical energy and / or the electromechanical electric machine EM2 with electrical Energy is supplied. In a series hybrid vehicle, the internal combustion engine (ICE) can be used at any desired time. Rotational speed and thus also their power are indirectly transmitted to the wheels R; in particular, the wheel power level can be affected here. then be changed continuously.

[0042] Figures 2a to 2d illustrate an embodiment of the method according to the invention, with which a, for example, a hybrid vehicle designed as shown in Figs. 1a to 1c during at least a partial electric motor drive, in particular a purely electric motor drive of the wheels R can be controlled, if there is an increase in wheel power P, for example a sudden increase, especially by the driver of the wheel Vehicle is requested. It should be noted here that the term "at least partially" is used in this context. "Electromotor drive" means that the wheels are at least partially mechanically actuated by electromotors. be driven, in particular with the aid of the electromechanical electric machine EM2. Furthermore, the expression "In particular, a purely electric motor drive of the wheels R" means that the wheels R are driven exclusively by a motor. It is driven purely by a mechanical electromotive force using the EM2 electromotive motor. It should also be pointed out again that that the internal combustion engine (ICE) is in operation during the execution of the method according to the invention, particularly in the preferred embodiment of the method then serves to power the generatoric electric machine to power EM1 in order to generate energy.

[0043] A comparison of Fig. 2a and Fig. 2b shows that if during an at least partially electromechanical drive, in particular a purely electric motor drive of the wheels R, for example, especially a sudden, If an increase in wheel power P is requested, particularly by the driver of the vehicle, the wheel power P is initially increased. wheel at the wheels R, in particular by the electromotive motor EM2 (see Fig. 2b) and only then the wheel The rotational speed n of the internal combustion engine (see Fig. 2a) is increased. Fig. 2b shows that the wheel power P is thereby increased. VKM at the wheels R in at least two phases I, II, in particular in three phases I, II, III, with different heights wheel The average slope P / t is increased per unit time t. Fig. 2b shows that the average slope P / t Bike Bike The wheel power P per unit time t is greater in the first phase I than in the second phase II. A comparison of Fig. 2a and Fig. wheel Figure 2b shows that the rotational speed n of the internal combustion engine (ICE) is only increased in the second phase II. This has the VKM The advantage is that the driver of the hybrid vehicle also benefits from at least partial electric motor operation, especially purely electric operation. electric motor drive in both the first and second phases 1.11 provides a haptic driving experience, especially through the haptically perceptible increase in wheel power and thus in vehicle speed and Vehicle acceleration, and in the second phase II also an acoustic driving experience, especially through the acoustic perceptible increase in the rotational speed of the internal combustion engine (ICE), as in a spontaneous VKMThis text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. driver-request-implementing conventional, solely powered by a high-displacement internal combustion engine (VKM) is mediated by the powered vehicle.

[0044] Fig. 2b further shows that in this embodiment of the method according to the invention the The average gradient P / t of the wheel power P per time t in the third phase III is greater than in the second phase II. Bike Bike and in particular is also larger than in the first phase I.

[0045] A comparison of Fig. 2a and Fig. 2c shows that when the rotational speed n is increased, the VKM In an internal combustion engine (ICE), an acceleration of rotational mass inertia occurs, which – as in the case of the The simulation of the data for the figures is performed – approximately – essentially based on an acceleration of rotational mass inertia of the internal combustion engine (ICE) can be considered and leads to a result of the Acceleration of rotational mass inertia results in a torque M with a negative value. MTM

[0046] Fig. 2c illustrates that the acceleration of rotational mass inertia Torque M shortly before the actual increase in the rotational speed n of the internal combustion engine VKM from zero to MTM VKM a negative value is reduced during the increase in the rotational speed n of the internal combustion engine VKM in the VKM essentially remains constant at the negative value and only in a final section of the increase in rotational speed n VKM the internal combustion engine (ICE) rises from the negative value back to zero.

[0047] Furthermore, a comparison of Fig. 2a and Fig. 2c shows that when the rotational speed n is increased, the VKM Internal combustion engine (VKM) the torque M of the internal combustion engine (VKM) is essentially constant VKM can stay.

[0048] A comparison of Fig. 2a and Fig. 2d shows that the acceleration of rotational mass inertias is also related to a power P for accelerating rotational masses with a negative value. Fig. 2d MTM shows that the magnitude of the negative value of the power P for accelerating rotational mass inertia MTM during the increase in the rotational speed n of the internal combustion engine VKM from zero, while VKM the increase in the rotational speed n of the internal combustion engine VKM is only slightly increased and only in a final section VKM the speed of the internal combustion engine (VKM) increases and drops back to zero. VKM

[0049] A comparison of Fig. 2a and Fig. 2d also shows that with the increase in rotational speed n of the VKM The internal combustion engine (VKM) also increases the power P of the internal combustion engine (VKM). VKM

[0050] The effects illustrated in Fig. 2c and Fig. 2d are based on the fact that during the increase in rotational speed n VKM In the internal combustion engine (ICE), an acceleration of rotational mass inertia takes place, which occurs during the increase in the rotational speed n of the internal combustion engine (VKM) remains at a negative value and only changes in VKM the final section of the increase in the rotational speed n of the internal combustion engine VKM from the point with the reference numeral V VKM at the marked time point, the rotational speed is reduced again until it reaches the end of the increase. BMTM VKM Internal combustion engine (VKM) at which the reference numeral E is omitted. BMTM

[0051] A comparison of Fig. 2b with Fig. 2c and Fig. 2d shows that in the first phase I, at least one Electric machine, in particular by the electromotive electric machine EM2, initially, in particular only, the This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. Wheel power P at the wheels R is increased. In phase I, this is achieved by at least one electric motor. wheel in particular a gearbox input torque M and / or a gearbox input power P GE GE applied, by which, in particular, only the wheel power P at the wheels R is increased. In the case of the wheel The input-side torque M and the input-side power P do not necessarily have to be a GE GE actual torque or actual power at a specific input The transmission part can be a virtual torque; rather, the transmission input torque M can be a virtual torque. GE or the gearbox input power P is a virtual power which / s is used for the gearbox, GE for example, for an arrangement of several input-side gearbox components.

[0052] A comparison of Fig. 2b with Fig. 2c and Fig. 2d also shows that in the second phase II, the at least an electric machine, in particular the generator-type electric machine EM1, initially additionally the transmission input torque M to a compensation torque M , in particular with a positive GE KMTM Value to compensate for the acceleration of rotational mass inertias and / or the gearbox input side Power P is applied to a compensatory power P, in particular with a positive value, to compensate for the GE KMTM The acceleration of rotational mass inertia is increased.

[0053] A comparison of Fig. 2b with Fig. 2c and Fig. 2d further shows that after reaching the Compensation torque M and / or compensation power P in the second phase II KMTM KMTM transmission input torque M and / or transmission input power P by which at least one GE GE The electric motor is reduced again. Figures 2c and 2d show that the input torque M is thereby reduced. GE and / or the gearbox input power P is increased by at least one electric machine, in particular in such a way as to... GE to reduce the transmission input torque M and / or the transmission input power P at GE GE where the acceleration E of the rotational mass inertia is zero. BMTM

[0054] An additional comparison with Fig. 2a shows that after reaching the compensation torque M and KMTM / or the compensation power P in the second phase II the rotational speed n of the internal combustion engine VKM KMTM VKM is increased by the internal combustion engine (VKM).

[0055] A comparison of Fig. 2b with Fig. 2c and Fig. 2d further shows that a reduction V of the BMTM Acceleration of the rotational mass inertias in the third phase III by the at least one electric machine EM2, EM1 the wheel power P at the wheels R, especially abruptly or with a (very) steep gradient, wheel is increased. In the further course of events, particularly after a sudden increase in wheel power P, the wheel Wheel power P, for example, in the form of a slow release of the electrical power reserve and an increase in the wheel Wheel power P is formed. wheel

[0056] Fig. 2e illustrates a special embodiment of the embodiment described in Figs. 2a to 2d of the method according to the invention.

[0057] Fig. 2e shows, analogously to Fig. 2d, that with the increase in the rotational speed n of the internal combustion engine VKM VKM The power P of the internal combustion engine (VKM) is also increased, and the amount of the negative value of the power VKM P for accelerating rotational mass inertias shortly before the increase in rotational speed n of the MTM VKMThis text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. Internal combustion engine (VKM) starting from zero, increasing during the increase in rotational speed n of the VKM Internal combustion engine (VKM) only slightly increased and only in a final section of the actual increase of The rotational speed of the internal combustion engine (VKM) drops back to zero. VKM

[0058] Fig. 2e also shows a curve analogous to Fig. 2d for the gearbox input power P . GE

[0059] In Fig. 2e, however, a special embodiment for realizing such a curve profile for the Power input P shown. GE

[0060] Thus, Fig. 2e shows that if during an at least partially electromechanical, in particular purely electric motor drive of the wheels R an increase in wheel power P, especially by the driver of the wheel The vehicle requires the power P of the electromechanical electric machine EM2 to be reduced by a decrease in V. EM2 BMTM the acceleration of the rotational mass inertias V initially abruptly or with a (very) BMTM steep gradient, especially until reaching one of the power P of the internal combustion engine VKM VKM The corresponding performance will be increased.

[0061] Fig. 2e further shows that if in the second phase II the transmission input torque M to the compensation torque M for compensating the GE KMTM Acceleration of rotational mass inertia and / or the gearbox input power P on the GE Compensation power P to compensate for the acceleration of rotational mass inertias by the KMTM At least one electric machine is increased, the amount of the negative value of the power P of the generator EM1 EM1 electric machine in generator mode to compensate for the negative acceleration of rotational Mass inertia is reduced. In particular, the magnitude of the negative value of the power P is reduced. EM1 The generator-type electric machine EM1 is reduced in generator mode to such an extent that the sum of the power P EM1 the generator-type electric machine EM1 and the power P of the electromotive electric machine EM2 a EM2 Total power P of the electric machines EM1,EM2 with a positive value to compensate for a EM1+EM2 This results in the acceleration of rotational masses of inertia. The total power P corresponds to the EM1+EM2 Electric machines EM1, EM2 of the gearbox input side power P of at least one electric machine EM2, EM1. GE

[0062] Fig. 2e shows that the magnitude of the negative value of the power P of the generator-type electric machine EM1 in EM1 generator operation after reaching the compensation P of the acceleration of rotational KMTM The mass inertia is increased again. The magnitude of the negative value of the power P of the generator can be increased. EM1 The electric machine EM1 in generator mode is increased again, in particular, such that the total power P EM1+ of the electric machines EM1,EM2 after achieving compensation of the acceleration of rotational EM2 Mass inertia is reduced again, for example until a value of zero is reached.

[0063] When the acceleration V of the rotational mass inertias is reduced, the magnitude of the negative BMTM The value of the power P of the generator-type electric machine EM1 is further increased in generator operation. EM1This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. In particular, the magnitude of the negative value of the power P of the generator-type electric machine EM1 is determined in the EM1 regenerative operation occurs abruptly when the acceleration V of the rotational mass inertia is reduced. BMTM or increased with a large, especially negative, slope.

[0064] As already explained, the power P of the electromotive electric machine EM2 is reduced when V is reduced EM2 the acceleration of the rotational mass inertias is abrupt or occurs with a (very) large slope BMTM increased.

[0065] Fig. 2e shows that when V of the acceleration of the rotational mass inertias is reduced, the magnitude BMTM the negative value of the power P of the generator-type electric machine EM1 in generator operation further EM1 increased and the power P of the electromechanical electric machine EM2 increases so abruptly or with a EM2 The (very) large slope is increased so that the total power P of the electric machines EM1, EM2 or the EM1+EM2 The gearbox input power P decreases until it drops, and in the event of a loss of E, the acceleration of the rotary GE BMTM Mass inertia, has a value of zero. Reference symbol list VKM internal combustion engine EM1 generatorial electric machine EM2 electromotive electric machine G gearbox R wheels B electrical storage, in particular battery K0 disconnect coupling eCVT electric continuously variable transmission P wheel power wheel I first phase of wheel performance improvement II second phase of wheel power increase III third phase of wheel performance increase n speed of the internal combustion engine VKM M Torque of the internal combustion engine VKM P Power of the internal combustion engine VKM M transmission input side torque GE P gearbox input side power GE P Power of the generator electric machine EM1 P Power of the electromotive electric machine EM2 P Total power of the electric machines EM1+EM2 M is the torque resulting from the acceleration of rotational mass inertias MTM Power associated with the acceleration of rotational mass inertia. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. P MTM M compensation torque KMTM P compensation power KMTM S Increase in the acceleration of rotational mass inertias BMTM V Reduction of the acceleration of rotational mass inertias BMTM E Elimination of the acceleration of rotational mass inertias BMTM QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was generated automatically and is solely for the purpose of Included for the better information of the reader. The list is not part of the German patent or... Utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 102008053505 A1

[0010] DE 102005061397 A1

[0011]

Claims

1. Method for controlling a powertrain of a hybrid vehicle, comprising at least one Internal combustion engine (ICE), with at least one electric motor (EM2, EM1), with a transmission (G) and with wheels (R), wherein the internal combustion engine (ICE) can be operated at a speed (n) and wherein the wheels (R) VKM are at least capable of being driven by an electric motor (EM2) with a wheel power (P ), where if wheel during at least partial electric motor drive of the wheels (R) an increase in wheel power (P ), wheel especially by the driver of the vehicle, first the wheel power (P ) at the wheels (R) is requested, wheel in particular by the electromotive electric machine (EM2), and only then the rotational speed (n ) of the VKM Internal combustion engine (ICE) is increased, whereby the wheel power (P) at the wheels (R) is increased in at least two phases wheel (I, II) is increased with different average slopes (P / t) per time (t), where the average wheel The slope (P / t) of the wheel power (P) per time (t) in the first phase (I) is greater than in the second phase (II), and where Bike Bike the rotational speed (n ) of the internal combustion engine (ICE) is only increased in the second phase (II). VKM 2. Method according to claim 1, characterized in that the wheel power at the wheels is applied in three phases (I, II, III) with The average gradient (P / t) is increased by different average gradients per time (t), where the average gradient RadThis text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. (P / t) of the wheel power (P ) per time (t) in the third phase (III) is greater than in the second phase (II) and in particular Bike Bike is also larger than in the first phase (I).

3. Method according to claim 1 or 2, characterized in that if during at least partial electric motor drive of the wheels (R) an increase in wheel power (P), especially by the driver of the wheel vehicle, is requested, by which at least one electric machine (EM2, EM1) is initially in the first phase (I), in particular, only the wheel power (P ) at the wheels (R) is increased. wheel 4. Method according to one of the preceding claims, characterized in that in the second phase (II) by the at least one electric machine (EM2, EM1) initially additionally applies a gearbox input-side torque (M ) GE a compensation torque (M ) to compensate for an acceleration of rotational mass inertias and KMTM / or a gearbox input power (P ) to a compensation power (P ) to compensate for a GE KMTM The acceleration of rotational mass inertia is increased.

5. Method according to claim 4, characterized in that when the compensation torque (M) is reached ) and / or the compensation power (P ) in the second phase (II) the gearbox input torque (M ) KMTM KMTM GE ) after reaching the compensation torque (M ) and / or the gearbox input power (P ) after KMTM GE the compensation power (P) is reduced again by the at least one electric machine (EM2, EM1) reaching the compensation power (P). KMTM and the rotational speed (n) of the internal combustion engine (ICE) is increased by the internal combustion engine (ICE). VKM 6. Method according to one of the preceding claims, characterized in that then upon a reduction (V ) BMTM the acceleration of the rotational mass inertias in the third phase (III) by the at least one electric machine (EM2, EM1) the wheel power (P ) at the wheels (R) is increased, especially abruptly. wheel 7. Method according to one of the preceding claims, characterized in that the gearbox input side Torque (M ) and / or the gearbox input power (P ) by the at least one electric machine (EM2, GE GE EM1) is reduced again in such a way that the transmission input torque (M ) and / or the transmission input torque GE Power (P ) becomes zero when (E ) the acceleration of the rotational mass inertia is eliminated. GE BMTM exhibits.

8. Method according to one of the preceding claims, characterized in that the hybrid vehicle, in addition to the The electromotive electric machine (EM2) comprises a generator electric machine (EM1), wherein the generator Electric machine (EM1) in generator mode is driven by the internal combustion engine (ICE) and thus it is operated with a power (P ) with a negative value and thereby through the regenerative EM1 An electric machine (EM1) charges an electrical storage device (B) with electrical energy, whereby when in the second Phase (II) initially additionally applies the transmission input torque (M ) to the compensation torque (M ) GE KMTM to compensate for the acceleration of rotational mass inertia and / or the gearbox input power (P ) on the compensation power (P ) to compensate for the acceleration of rotational mass inertias GE KMTM by which at least one electric machine (EM2, EM1) is increased, first the amount of the negative value of the power (P ) of the generator-type electric machine (EM1) in generator operation to compensate for the acceleration of EM1 rotational mass inertias are reduced, in particular where the magnitude of the negative value of the power (P ) EM1 the generator-type electric machine (EM1) in generator operation it is reduced in such a way that the sum of the power (P ) of the generator operation EM1 electric machine (EM1) and the power (P ) of the electromotive electric machine (EM2) a total power (P + EM2 EM1 ) of the electric machines (EM1, EM2) with a positive value to compensate for the acceleration of rotational EM2 This results in mass inertia.

9. Method according to claim 8, characterized in that the amount of the negative value of the power (P ) of the EM1 generator electric machine (EM1) in generator operation after achieving compensation of the The acceleration of rotational mass inertia is increased again, in particular where the magnitude of the negative The value of the power (P) of the generator electric machine (EM1) in generator operation is increased again in this way. EM1 It will be that the total power (P ) of the electric machines (EM1, EM2) after achieving compensation of the EM1+EM2 The acceleration of rotational mass inertia is reduced again.

10. Method according to claim 9, characterized in that the amount of the negative value of the power (P ) of the EM1 generator electric machine (EM1) in generator operation during a reduction (V ) of the acceleration of BMTM rotational mass inertias are further increased, particularly abruptly, especially where the magnitude of the negative The value of the power (P) of the generator electric machine (EM1) in generator operation is further increased in such a way, EM1 especially abruptly, is increased, that if (E ) the acceleration of the rotational BMTM The mass inertias cause the total power (P ) of the electric machines (EM1, EM2) to have a value of zero. EM1+EM2

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