METHOD FOR OPERATING AN ON-BOARD ELECTRICAL SYSTEM OF A HYBRID VEHICLE AND HYBRID VEHICLE

Description

[0001] The invention relates to a method for operating an on-board electrical system of a hybrid motor vehicle, wherein an energy storage device, in particular a battery, an electric motor of a hybrid drive train that also has an internal combustion engine, and generator-operable actuators of an electromechanical chassis system are connected to the on-board electrical system. At least one reserve capacity of the energy storage device is kept free for feeding electrical energy generated by at least some of the actuators into the on-board electrical system. The reserve capacity to be kept free is dynamically adjusted depending on at least one piece of situation information describing the current and / or future operation of the hybrid motor vehicle. The invention also relates to a hybrid motor vehicle.

[0002] Hybrid vehicles feature both an electric motor and a combustion engine in their hybrid powertrain. In particular, hybrid vehicles have been proposed in which the electric motor's power is relatively low, allowing the electric motor to be operated from a medium-voltage electrical system, for example, 48 V. Such hybrid vehicles can also feature electromechanical chassis systems that operate at the same voltage level and can thus be connected to the same electrical system.

[0003] Electromechanical chassis systems include, for example, roll stabilizers and typically have actuators, such as controllable dampers and / or stabilizers, to enable various adjustments of the body relative to the wheels, thus enabling, for example, compensation for body movements and the like. Such actuators can, for example, comprise an electric motor or be an electric motor, with at least one actuator being assigned to each wheel.

[0004] As already mentioned, electromechanical chassis systems with higher performance requirements use voltage levels above the 12 V commonly used in motor vehicles today. For example, active wheel suspensions and / or active roll stabilization systems operating at a voltage level of 48 V have already been proposed in the prior art. These electromechanical chassis systems, particularly in the case of electric motors in the actuators, also offer the option of operating the actuators as generators. Generator operation is useful, for example, when a lifting movement of the body needs to be braked via the actuator. This makes it possible to convert mechanical kinetic energy into electrical energy, which is then fed back into the energy storage system of the on-board electrical system of the electromechanical chassis system.

[0005] The prior art has also already proposed equipping shock absorbers or wheel suspensions in general with generator means for energy recovery at this point. For example, DE 10 2009 010 144 A1 discloses a method and a charging device for charging a motor vehicle battery, wherein mechanical power at the vehicle suspension is converted into electrical power. DE 10 2010 036 658 A1 relates to a device for converting kinematic energy into electrical energy by means of a movable vehicle component of a motor vehicle, wherein voltage peaks generated by the energy generation unit can be fed as electrical energy into the energy storage unit in order to charge it. The energy generation unit can assume the function of a movable vehicle component, in particular a shock or vibration damper.

[0006] For cost and space reasons, it makes sense to use the electrical system components in conjunction in hybrid vehicles that also have an electromechanical chassis system operating at the same voltage level as the electric motor of the hybrid powertrain, thus connecting both the electric motor of the hybrid powertrain and the generator-operated actuators of the electromechanical chassis system to the same electrical system. In such a hybrid vehicle, the energy storage of the electrical system is cycled more intensively by the hybrid powertrain and, above all, in longer strokes than is usually the case for separate energy storage systems assigned solely to the electromechanical chassis system.

[0007] In order to ensure the regeneration of electrical energy at all times during generator operation of the electromechanical chassis system, it was proposed to statically maintain a maximum regeneration potential of the electromechanical chassis system in the on-board electrical system, particularly as reserve capacity of the energy storage system. Such reserve capacity, i.e., the static regeneration reserve, must be taken into account in the system design of the on-board electrical system and can, in principle, be implemented through two measures. A first possibility is to reduce the utilization rate of the existing on-board electrical system for the hybrid system of the hybrid vehicle, in particular, to reduce the usable charge levels of the energy storage system.However, this means a restriction on the use of electrical energy, so that the carbon dioxide emissions of the vehicle are worsened, since the energy potentially fed back via recuperation by the hybrid powertrain must be limited.

[0008] Another possible solution is to increase the energy storage capacity beyond the design size required for the hybrid powertrain. This ultimately corresponds to increasing the energy storage capacity of the on-board electrical system by the static regenerative power reserve of the electromechanical chassis system. This increased design significantly increases the costs and complexity of the on-board electrical system.

[0009] It should be noted that, for cost and space reasons, complicating the actuators themselves is not desirable. For safety reasons, the actuators of the electromechanical chassis system cannot be switched off, so that electrical energy generated by converting mechanical energy is always fed into the vehicle's electrical system.

[0010] DE 10 2016 005 125 A1 discloses a method for controlling an energy storage device of a mild hybrid motor vehicle and a state of charge control device for a mild hybrid motor vehicle. The energy storage device is intended to have a total capacity, but a state of charge of the energy storage device is intended to be set between an upper and a lower threshold value for a target state of charge range of the energy storage device. During at least one trip, a charging and discharging process is to be monitored with reference to the energy quantities exchanged with the energy storage device, and from this, expected energy quantities for future charging and discharging processes are to be determined with a predeterminable probability, from which, in turn, the upper and lower threshold values ​​for the target state of charge range are to be adjusted.

[0011] DE 10 2014 009 448 A1 relates to a predictive charge state control of an energy storage device of an electrically powered motor vehicle, wherein an energy requirement of a first device of an on-board electrical system on a route section is to be predicted and, if a predetermined threshold value of the predicted energy requirement of the first device is undershot, an amount of energy reserved for the first device of the on-board electrical system from an energy reserve of the energy storage device is to be allocated at least partially to a second device of the on-board electrical system. This is intended to reduce fuel consumption and thus CO2 emissions. An unnecessary energy reserve is to be avoided, wherein the first device can be a chassis device, for example an electric turbocharger and / or a roll stabilizer. The second device is intended, in particular, to be a comfort system device.

[0012] In an article by Anonymous: "The Electrification Module: New Technologies with 12 and 48 Volts | Audi MediaCenter", November 9, 2015, XP055908847, it is described that electromechanical chassis systems can also feed in energy recuperatively.

[0013] The invention is therefore based on the object of enabling an improved energy management in an on-board electrical system to which both an electromechanical chassis system and an electric motor of a hybrid drive train are connected.

[0014] To achieve this object, the features of claim 1 are provided according to the invention in a method of the type mentioned at the outset. In exemplary embodiments, the reserve capacity to be kept free can additionally be dynamically adapted as a function of at least one item of driving style information describing the driving style of the driver of the hybrid motor vehicle.

[0015] According to the invention, it was discovered that the capacity required for the regenerative power supply of actuators in electromechanical chassis systems depends primarily on the route profile, the driver profile, and the road surface conditions. By networking corresponding situational information and driving style information with the energy management of the vehicle electrical system, for example in an energy management control unit, it is possible to estimate the currently required regenerative power supply, i.e., the reserve capacity to be kept free. In this way, the reserve capacity to be kept free can be dynamically adapted to the expected demand. With a smaller regenerative power supply of the electromechanical chassis system, the capacity of the energy storage system released can be used by the hybrid system of the hybrid powertrain. This means that the capacity of the energy storage system released by reducing the reserve capacity can be made available to the electric motor.This allows the energy storage system of the hybrid vehicle's electrical system to be used more efficiently and, if necessary, to be made smaller without impairing the hybrid vehicle's carbon dioxide emissions.

[0016] It should also be noted that fundamentally passive feedback elements of a chassis system, for example the vehicle components mentioned in DE 10 2009 010 144 A1 or DE 10 2010 036 658 A1, which can feed back electrical energy, can also be used and understood as actuators within the meaning of the invention. However, particular advantages arise within the scope of the present invention primarily for actual, and therefore actively controllable, actuators, for example those that have an actuator electric motor, since in their current form, due to their design, these fundamentally feed generated energy back into the vehicle electrical system and would have to be extensively redesigned to avoid this process. The electromechanical chassis system is therefore, in particular, an active chassis system.

[0017] A regenerative power reserve, and thus the reserve capacity to be kept free, is usually also related to a period of time, in particular a prediction period, for example, one for which it is assumed that the current driving situation with regard to the recoverable energy via the actuators will be maintained and / or predictable. For example, if digital map material from a vehicle's navigation system indicates, as will be discussed in more detail below, that an uneven country road with poor road surface conditions is being driven, which provides a large amount of convertible mechanical energy without this being compensated by energy to be consumed, a larger regenerative power reserve results.Accordingly, within the scope of the present invention, it may also be expedient for a period of time to which the reserve capacity to be kept free is related to to be selected dynamically, particularly based on the situational information describing the future operation of the motor vehicle. For example, if it is known in advance how long a downhill, winding section will last, during which more energy is generated by the actuators than consumed, and, moreover, no particular consumption is expected from the electric motor, a corresponding reserve capacity to be kept free can be kept available for this section of the route. A "period of time" can also be described by the distance to be traveled.

[0018] It should also be noted at this point that an under-dimensioning of the reserve capacity of the energy storage system to be kept free does not necessarily lead to an overload of the on-board network, since measures exist to create energy sinks within the on-board network when needed, for example operating the electric motor, although this would not be necessary or energy-efficient in the current situation.

[0019] In an expedient embodiment of the present invention, a route class and / or road surface condition of the current and / or future route can be used as situation information. In a possible, simple implementation, for example, a static classification of the regenerative braking reserve (high, medium, low) can be carried out based on route types (e.g., city traffic, motorway, winding country road) in conjunction with a control strategy of the electromechanical chassis system. However, a dedicated analysis, which in particular also relates to other properties of the route ahead, is preferred, as will be explained in more detail below. Route classes can, for example, include an urban traffic class and / or a motorway class and / or a winding country road class and / or a less winding country road class and / or an off-road class.It is particularly preferred if the route class is provided by a navigation system of the motor vehicle, in particular from digital map material of the navigation system in conjunction with a current position of the motor vehicle, which can be determined, for example, by means of a GPS sensor or, in general, a GNSS sensor.

[0020] The present invention provides that a predictive regenerative energy demand for the future is determined as situation information based on route information, particularly provided by a navigation system of the hybrid vehicle, describing a future route of the hybrid vehicle, taking into account route categories and / or road surface conditions along the route. While knowledge of the currently traveled route using digital map material from the navigation system is already useful for estimating the expected regenerative energy potential of the electromechanical chassis system, an even better forecast can be created by linking this information to the route planned via the navigation system.In particular, not only can it be estimated how long the current driving situation of the hybrid vehicle will continue, but by taking subsequent route sections and their route class / road surface conditions into account, a feed-in requirement can also be predicted there, which in turn can be taken into account for the preceding route section and the required reserve capacity kept free there. Particularly advantageously, the invention therefore provides for determining a reserve capacity profile along the route that describes the future reserve capacities, depending on the predicted feed-in requirement.

[0021] A further improvement is achieved if a predictive state of charge of the energy storage device and / or a recuperation potential of the electric motor along the route is also determined and taken into account when determining the reserve capacity to be kept free. If, for example, a low state of charge of the energy storage device is to be expected due to planned frequent use of the electric motor, it is easier to accommodate generator-generated energy from the actuators. Information about the additional influence of the electric motor of the hybrid powertrain can also be taken into account when smoothing the reserve capacity curve along the route, so that, for example, short sections of a route category, especially if a relatively empty energy storage device is expected anyway, do not necessarily lead to an adjustment of the reserve capacity for such sections.

[0022] However, it is particularly advantageous to mutually link the prediction regarding the electric motor and the prediction regarding the electromechanical chassis system in order to improve the overall efficiency of energy management. A particularly preferred embodiment of the present invention provides that, when planning the operation of the hybrid powertrain in advance depending on the recuperation potential of the electric motor along the route, the predictive energy recovery requirement is also taken into account. It is already known in the prior art to define predictive operating strategies for hybrid powertrains based on a known route. Such operating strategies include, for example, when and to what extent the electric motor should contribute to propulsion, when and how much recuperation should take place by the electric motor, and the like.If the future energy balance of the electromechanical chassis system, particularly the energy recovered from it, is known, this can also be incorporated into the operating strategy to enable comprehensive energy optimization of efficiency. For example, if it is known in advance that additional electrical energy will be generated by the actuators of the electromechanical chassis system, the consumption of this energy can be planned in order to limit fuel consumption by the combustion engine, even if, for example, the use of the electric motor would not be optimal in terms of efficiency. In this configuration, a particularly efficient operation of a hybrid system in conjunction with an electromechanical chassis system is achieved.In order to improve the energy management of the entire vehicle electrical system, the described information from the electromechanical chassis system can be linked with predictive feedback potentials from the recuperation function of the hybrid powertrain.

[0023] A generally advantageous development of the present invention provides that the driving style information describes the driving style of a current driver with regard to body movements of the hybrid vehicle. If, for example, a driver tends toward a more sporty, dynamic driving style, a lower level of electrical energy recovery by the actuators can be expected, which could instead require more energy to operate. Ultimately, the driving style information describes how much mechanical movement is likely to be induced by the driver's driving style, which can be converted into electrical energy. For this purpose, it can be examined, for example, how hard the driver accelerates / brakes, how quickly they enter corners, and the like.Corresponding procedures for classifying drivers with regard to their driving style are already known in principle in the prior art and can also be used accordingly within the scope of the present invention.

[0024] It is also advantageous if a dynamically and / or user-controlled adjustable operating parameter of the electromechanical chassis system is used as situation information. A corresponding operating parameter can, for example, describe how much energy can be expected from the actuators of the electromechanical chassis system, particularly in comparison to the existing feedback potential. For example, it has already been proposed in the prior art to give the driver the option of adjusting electromechanical chassis systems to a more sporty driving style or a more comfort-oriented driving style.Corresponding operating modes, which usually describe several operating parameters of the electromechanical chassis system, allow statements to be made about how much energy is likely to be required for the actuators, for example, due to increased damping requirements, and which situations may arise in which the actuators generate energy (particularly due to undamped body movements). This has a clear influence on the regenerative power factor and thus the reserve capacity to be kept free, which can be used, for example, by a corresponding modification factor derived from at least one operating parameter. Thus, the dynamic or driver-influenced control strategy of the electromechanical chassis system can be taken into account in its influence on the regenerative power potential to allow an even more precise prediction.

[0025] In a particularly advantageous embodiment of the present invention, it can be provided that, in order to reduce the state of charge of the energy storage device, in particular to realize an increased reserve capacity, a portion of the energy from the energy storage device is output via a DC-DC converter into a low-voltage network of the hybrid motor vehicle. In addition to the on-board network described here, to which the electric motor of the hybrid drive train and the actuators of the electromechanical chassis system are connected and which can, for example, have a voltage level of 48 V, hybrid motor vehicles typically also have at least one additional low-voltage on-board network, i.e., the low-voltage network.While it would generally be disadvantageous to shift electrical energy to the low-voltage side, if a particularly high energy input from the electric motor and / or actuators has been detected, it may be expedient in exceptional cases to shift recoverable or recovered energy to the low-voltage side instead of discarding it or using it less effectively in other ways. In particular, the method according to the invention, in the sense of joint energy management for the hybrid powertrain and the electromechanical chassis system, also allows a reduction in the state of charge of the energy storage device even when there is a high recuperation potential on the part of the electric motor. Thus, even in such cases, electrical energy can be shifted to the low-voltage grid, for example, to charge a corresponding low-voltage battery.

[0026] Especially in connection with the opening up of additional possibilities such as shifting energy to a low-voltage side, the advantages of a holistic energy management approach for an on-board network, to which actuators of an electromechanical chassis system and an electric motor of a hybrid powertrain are connected, become apparent. Not only can regeneration potentials and consumption potentials be processed into a coordinated energy management strategy, but various options can also be used to remove energy from the on-board network for the purpose of overall energy optimization, particularly through the fundamentally undesirable process of shifting electrical energy to a low-voltage network.A corresponding energy management strategy is useful, for example, when driving downhill (high regeneration potential of the hybrid powertrain) on a winding road (high regeneration demand of the electromechanical chassis system).

[0027] In addition to the methods, the invention also relates to a hybrid motor vehicle having an on-board electrical system to which an energy storage device, in particular a battery, an electric motor of a hybrid drive train that also has an internal combustion engine, and generator-operable actuators of an electromechanical chassis system are connected. An energy management control unit of the hybrid motor vehicle, which is configured to implement the method according to the invention, is assigned to the on-board electrical system. All statements regarding the method according to the invention can be applied analogously to the hybrid motor vehicle according to the invention, with which the aforementioned advantages can thus also be achieved.

[0028] Further advantages and details of the present invention will become apparent from the exemplary embodiments described below and from the drawings. Fig. 1 is a schematic diagram of a hybrid motor vehicle according to the invention, and Fig. 2 is a diagram explaining the method according to the invention.

[0029] Fig. 1 shows a schematic diagram of a hybrid motor vehicle 1 according to the invention. This has a hybrid drive train 2, the components of which are shown here as an internal combustion engine 3, an electric motor 4, and a transmission 5. The electric motor 4, which can of course also be operated as a generator for recuperation, is used here at a voltage of 48 V and is connected to a corresponding on-board electrical system 6, which also contains a rechargeable electrical energy storage device 7, in this case a battery.

[0030] In this case, actuators 9 assigned to individual wheels 8 are also connected to the vehicle electrical system 6, whereby the actuators 9 can also be operated as generators. The actuators 9 can be stabilizers, dampers, or the like, which can in particular themselves have an actuator electric motor. The actuators 9 can be controlled in the resulting active, electromechanical chassis system to adjust the height of the body relative to the wheels 8, for example, to compensate for vibrations and the like. For example, the electromechanical chassis system can have a roll-stabilizing effect.

[0031] The on-board network 6, which thus has a total voltage level of 48 V, is assigned an energy management control unit 10, which is connected to other vehicle systems and can receive information from them, for example with a navigation system 11, a driver information system 12, which can provide driving style information, and other vehicle systems 13, which can, for example, provide situation information based on sensor data, in particular with regard to the road surface conditions and the route ahead, which can also be predicted from camera data.

[0032] The vehicle electrical system 6 is further connected via a DC-DC converter 14 to a low-voltage network 15 of the hybrid motor vehicle 1, which is only indicated here and which can, for example, have a voltage level of 12 V. The energy management control unit 10 is designed to carry out the method according to the invention, which is described with the aid of the connection diagram of the Fig. 2 should be explained in more detail.

[0033] The actual energy management is indicated by a central step 16, which uses various input information relating to both the hybrid drive train 2 and the electromechanical chassis system or its actuators 9 to implement holistic energy management that takes both connected systems into account. A key input information comes from a prediction indicated by step 17, which is based on situational information regarding the route class and road surface conditions. In this case, the feed-back requirement of the actuators 9, the energy requirement of the actuators 9, the energy requirement of the electric motor 4, and the recuperation potential of the electric motor 4 along the route are predicted in advance, particularly based on a route provided by the navigation system 11 along with additional information for as far into the future as possible.At this point, a progression of the charge state of the energy storage device 7 can also be deduced. Further input information of step 16, which particularly relates to the electromechanical chassis system, includes driving style information 18 concerning the driving style of a driver and operating parameters of the electromechanical chassis system, in particular an operating mode selected by a user.

[0034] It should be noted that, of course, a variety of other input information can be used if it is useful for energy management.

[0035] Energy management in step 16 also includes determining a reserve capacity 20 of the energy storage unit 7 that must be kept free in order to cover the regenerative energy requirements of the electromechanical chassis system. This means that electrical energy generated by the actuators 9 can, in principle, be stored in the on-board electrical system 6, specifically at least partially in the energy storage unit 7. The reserve capacity 20 that must be kept free is dynamically adjusted, for example, since there is a greater regenerative energy requirement by the actuators 9 on a winding road than during a straight, smooth journey, for example on a highway. If previously kept free reserve capacity 20 is released over time, it is made available to the electric motor 4 and thus to the hybrid system. This enables improved utilization of the available capacity of the energy storage unit 7.The determination of the reserve capacity 20 to be kept free also takes into account, in particular, the driving style information 18 and the operating parameters 19, in particular in the form of correction factors.

[0036] However, the energy management of step 16 goes well beyond a dynamic variation of the regenerative power reserve, i.e. the reserve capacity 20 to be kept free. This is because the regenerative power requirement of the actuators 9 is also taken into account with regard to determining an operating strategy for the hybrid drive train 2, together with the recuperation potential of the electric motor 4, in order in particular to keep the fuel consumption by the combustion engine 3 as low as possible, so that the energy that is expected to be fed back by the actuators 9 can also be used as extensively as possible. However, not only operation of the electric motor 4, indicated in step 21, can be considered as a measure for removing electrical energy from the vehicle electrical system 6, but it is also possible within the scope of the present invention, for example, to create orto consume the energy directly generated by the actuators 9 or, in order to use the recuperation potential of the electric motor 4, as indicated in step 22, to shift electrical energy from the on-board network 6 to the low-voltage network 15 via the DC-DC converter 14, for example in order to charge a low-voltage battery there.

[0037] In particular, the networked energy management, taking into account the electromechanical chassis system and the hybrid system at the same time, results in a significant improvement in the energy balance. In other words, it can be said that the networking of the feedback requirement of the electromechanical chassis system, depending on the route and driver profile or road surface conditions, with the operating strategy of the hybrid system enables a comprehensive energetic optimization of efficiency.

[0038] It should also be noted that, fundamentally, but for hybrid systems as such, already known concepts or algorithms can also be applied to the pre-calculation of the recuperation of the electromechanical chassis system within the scope of the present invention. Analogous to the electric motor 4 and its recuperation, certain route sections can be assigned, for example, average regeneration rates based on knowledge of their properties, which can then be adjusted if necessary using correction factors dependent on driving style information and the like. Within the scope of integration into the determination of an operating strategy for the hybrid drive train 2, the determined regeneration requirements of the electromechanical chassis system can ultimately be added to the regeneration potential of the electric motor 4, if necessary, also taking into account the consumption of the actuators 9 or the electric motor 4.In this way, a concrete implementation of the inventive approaches is possible with the known knowledge.

Claims

1. Method for operating an on-board power supply network (6) of a hybrid motor vehicle (1), wherein the on-board power supply network (6) is connected to an energy store (7), in particular a battery, an electric motor (4) of a hybrid drive train (2), which also has an internal combustion engine (3), and actuators (9) of an electromechanical chassis system that can be operated as generators, wherein at least one reserve capacity (20) of the energy store (7) is kept open for receiving electrical energy generated by at least a portion of the actuators (9) to the on-board power supply network (6), wherein the reserve capacity (20) being kept open is dynamically adjusted as a function of at least one piece of situation information describing the current and / or future operation of the hybrid motor vehicle (1), characterized in that a predictive regenerative power requirement of the electromechanical chassis system for the future is determined as situation information as a function of route information describing a future route of the hybrid motor vehicle (1), taking into account road classes and / or carriageway conditions along the route, wherein a reserve capacity curve describing the future reserve capacities along the route is determined as a function of the predictive regenerative power requirement.

2. Method according to claim 1, characterized in that capacity of the energy store (7) that is freed up by decreasing the reserve capacity (20) is provided to the electric motor (4).

3. Method according to claim 1 or claim 2, characterized in that a road class and / or carriageway condition of the current and / or future route is used as the situation information.

4. Method according to claim 3, characterized in that the road classes used include a city traffic class and / or a motorway class and / or a winding country road class and / or a less winding country road class and / or an off-road class, and / or the road class is provided by a navigation system (11) of the hybrid motor vehicle (1).

5. Method according to any one of the preceding claims, characterized in that the route information is supplied by a navigation system (11) of the hybrid motor vehicle (1).

6. Method according to any one of the preceding claims, characterized in that a predictive charging status of the energy store (7) and / or a recuperation potential of the electric motor (4) is / are also determined along the route and taken into account when determining the reserve capacity (20) to be kept free.

7. Method according to claim 6, characterized in that the predictive regenerative power requirement is also taken into account when planning the operation of the hybrid drive train (2) in advance as a function of the recuperation potential of the electric motor (4) along the route.

8. Method according to any one of the preceding claims, characterized in that the reserve capacity (20) to be kept free is additionally adjusted dynamically as a function of at least one piece of driving style information describing the driving style of the driver of the hybrid motor vehicle (1), the driving style information describing the driving style of a current driver with regard to body movements of the hybrid motor vehicle (1).

9. Method according to any one of the preceding claims, characterized in that a dynamically and / or user-controlled adjustable operating parameter of the chassis system is used as situation information.

10. Method according to any one of the preceding claims, characterized in that in order to reduce the charging status of the energy store (7), in particular to achieve an increased reserve capacity (20), a proportion of the energy of the energy storage device (7) is released into a low-voltage network (15) of the hybrid motor vehicle (1) via a DC converter (14).

11. Method according to claim 10, characterized in that a reduction in the charging status of the energy store (7) is also brought about when there is a high recuperation potential on the part of the electric motor (4).

12. Hybrid motor vehicle (1), having an on-board power supply network (6), which is connected to an energy store (7), in particular a battery, an electric motor (4) of a hybrid drive train (2), which also has an internal combustion engine (3), and actuators (9) of an electromechanical chassis system which can be operated as generators, wherein the on-board power supply network (6) is associated with an energy management controller (10) of the hybrid motor vehicle (1), which is configured to perform a method according to any one of the preceding claims.