DE102007016515A1 - Method for controlling a drive system for a motor vehicle - Google Patents

Abstract

The invention relates to a method for controlling a drive system (1) for a motor vehicle with an internal combustion engine (2) comprising a crankshaft (4) and at least one electric motor (3) coupled to or coupled to the internal combustion engine (2), in particular the crankshaft (4). , wherein in overrun operation of the motor vehicle based on a characteristic curve field (F (K0 to Kn)) determined thrust characteristic (K1) a thrust _{behavior of} the motor vehicle representing total thrust _torque (M _Sges ) is determined and from the difference of total _{thrust torque} (M _Sges ) and instantaneous minimum Thrust torque ( _MinV ) of the internal combustion engine (2) a Schubrekuperationsmoment (M _SR ) is determined, which is set on the electric motor (2).

Description

The The invention relates to a method for controlling a drive system for a motor vehicle with a crankshaft comprehensive Internal combustion engine and at least one with the internal combustion engine Coupling electric motor.

One Such a drive system is usually used as a hybrid drive designated. In the development and optimization of new drive systems of motor vehicles in particular emissions, consumption, Performance and ride comfort taken into account. This will be today Internal combustion engines generally with engine management functions equipped, which set different operating conditions can.

So is for example to reduce consumption and pollutant emissions as operating mode, a push mode adjustable when the driver while driving, take your foot off the accelerator pedal. In the overrun mode, the internal combustion engine is driven by inertia pushed the motor vehicle, the drive power of the Internal combustion engine is no longer needed. By activation a so-called fuel cut in overrun will be particular above a lower speed limit, which is above the idle speed, usually the injection and the internal combustion engine switched off, the motor vehicle by the compression work to be performed by the internal combustion engine and slowed down by friction losses. A deactivation of the Fuel cut occurs either at least indirectly through the Driver, z. B. by this gas again, or automatically, for. B. when the speed of the engine has a certain limit below. Then fuel is supplied again and the ignition is switched on, leaving the internal combustion engine again generates a drive torque.

Of the Push operation is as transient and strongly temperature-dependent Operating condition due to a transient driving behavior of the Motor vehicle marked. That's how they change from the sudden changes in overrun mode or from overrun mode with overrun fuel cutoff or without fuel cut resulting torque changes, delays, Irregularities and / or fluctuations in driving behavior of the motor vehicle usually perceived as disturbing.

to Reduction of such by a pushing operation and / or a fuel cut Impairments caused are different procedures known.

From the EP 1 108 128 B1 For example, a method for operating a drive system for a motor vehicle is known in which a corresponding acceleration pressure is reduced by activating and deactivating the overrun fuel cutoff by applying a torque of an electric machine, wherein the jerk-reducing effect of the electric machine by an activation or deactivation signal of Thrust shutdown is controlled.

there The jerk-reducing effect of the electric machine alone is sufficient by applying a torque without consideration other influencing factors, such. B. the temperature dependence, not for a repetitive smooth ride of the motor vehicle in overrun mode, so that the ride comfort and the driving sensation may continue to be impaired.

Of the The invention is therefore based on the object, an improved method for controlling a drive system for a motor vehicle indicate, in which, especially in overrun a driving behavior of the motor vehicle without significant adverse effects the ride comfort and the driving sensation is enabled.

The The object is achieved by a method solved with the features of claim 1.

advantageous Embodiments of the invention are the subject of the dependent claims.

In a method according to the invention for controlling a drive system for a motor vehicle having an internal combustion engine comprising a crankshaft and at least one electric motor coupled to the internal combustion engine, in particular its crankshaft, the thrust behavior is determined during overrun of the motor vehicle on the basis of a thrust characteristic determined from a characteristic curve or from a characteristic map the motor vehicle representing total thrust torque determined. From the difference between total thrust torque and at least instantaneous thrust torque of the internal combustion engine, a Schubrekuperationsmoment is determined, which is set on the electric motor. By setting and bring a Schubrekuperationsmoments of the electric motor, which is formed on the basis of the thrust behavior of the motor vehicle representing thrust characteristic and can have alternately positive and negative values and thus applied as a braking or driving torque on a crankshaft, is always the same and thus a achieves reproducible thrust behavior of the motor vehicle. Under the current thrust torque of the internal combustion engine is in particular the minimum actual torque of Ver internal combustion engine with low or no injection in overrun when the internal combustion engine brakes and does not drive. In particular, by switching change, z. As activation or deactivation of a fuel cut-off as well as switching on and off the overrun, caused fluctuations and / or oscillations of the drive torque, especially in overrun operation of the thrust torque, reliably suppressed or at least largely reduced. The inventive Schubrekuperation with a speed-dependent characteristic curves of the torque of the electric motor, it is possible that the total thrust torque on the motor vehicle in overrun is always performed evenly and thus reproducible. As a result, a quiet ride of the vehicle is achieved. In addition, fuel consumption and pollutant emissions are reduced by such an adjustable uniform driving behavior in overrun mode and especially in overrun with overrun fuel cutoff.

The Method is preferred in one or more control units, especially in an existing control unit, z. B. an engine control unit and / or a brake control unit, or in a controller, in particular an already existing controller, z. As an idle controller implemented.

Conveniently, the total thrust torque is then determined when the motor vehicle is in overrun and especially when the internal combustion engine exceeded at least a predetermined idle speed has and a the internal combustion engine and the transmission connecting Lockup clutch upon reaching a predetermined engine speed is closed. This will ensure that the total thrust torque is then determined and for adjustment and compensation is used when the motor vehicle is in overrun located.

Preferably the characteristic field is formed from a number of shear characteristics, each as a torque-speed curve in dependence from the selected automatic program, from a slope, a Engine speed, a vehicle speed, a longitudinal, a lateral acceleration and / or a temperature of the internal combustion engine, the electric motor and / or a battery is determined. By the Considering factors influencing the total thrust torque, like automatic program, incline, engine speed, vehicle speed and / or different temperatures is opposite one conventional, essentially the torque and / or Speed fluctuations taking into account operating and control procedures largely a reproducibility of the thrust behavior of the motor vehicle and thus a quiet ride in overrun mode allows. In this case, for example, based on the selected automatic program, eg. As "sport", "comfort" or "standard", corresponding thrust characteristics determined. This z. B. for driving in the automatic program "Sport" on the basis of the associated thrust characteristic a higher considered negative or positive thrust torque, so that the driver decelerates during sporty driving or clearly feels an acceleration of the motor vehicle. In contrast, become correspondingly lower in the automatic program "comfort" or "standard" Thrust torque adjusted so that the motor vehicle accordingly quieter and more comfortable behaves. By consideration different temperatures, such as the temperature of the internal combustion engine, of the electric motor and / or the battery, is in the respective Thrust characteristic ensures that, for example, the electric motor at too low a temperature of the internal combustion engine, if this is still cold, no heavy burden by a torque application performed by the electric motor on the internal combustion engine. are alternatively or additionally, the temperature of the electric motor and / or the battery is too high, so remains under a setting of additional Schubrekuperationsmoments on the electric motor, to successor damages, z. B. by too high a load of the electric motor or the battery to avoid. About that In addition, different thrust characteristics of the selected Gear to be dependent. To take account of different slopes of the roadway resulting different negative drag torques become the thrust characteristics in dependence from the incline, for example by means of an acceleration and / or inclination sensor is determined determined.

In a further advantageous embodiment is activated at an Thrust Shutoff resulting in a fuel cut-off torque the determination of the thrust characteristic. hereby can result in particular from the fuel cut Torque changes are compensated.

In the switching range of the deactivation or activation of the overrun fuel cut-off torque, the instantaneous thrust torque of the internal combustion engine (= minimum actual torque of braking in overrun combustion engine) is taken into account in the determination of the thrust characteristic instead of Schubab, since the actual torque of the engine is not leaps and bounds, but largely continuous or steady changes with a so-called PT1 behavior, so that can be compensated by the activation or deactivation of the fuel cut caused sudden torque changes NEN.

Conveniently, is the switching range of deactivation or activation of fuel cut by setting a request signal for a fuel cut-off, z. B. from a diagnosis identified. The request signal for activation or deactivation of fuel cut-off Depending on the state of charge of a battery, from a Slope, from an engine speed of the engine and / or be formed by the requested thrust cut-off torque. there depends on the determination of the request signal for the fuel cut is significantly dependent on the requested or momentary thrust torque, wherein in the determination of the request signal to change it prefers the other driving and operating variables be taken into account, such as state of charge of the battery, slope (= Uphill drive), control parameter of a recuperative braking system of the electric motor and / or compensation parameters upon intervention of a Distance control, for example, if the fuel cut-off torque is not is more compensable. By such an adaptation of the request signal there is more Schubrekuperationsmoment available.

Becomes a Schubrekuperationsmoment according to the method described above determined for the electric motor, the wise is above an effective minimum torque of the electric motor, this is preferably switched on, wherein the determined Schubrekuperationsmoment is set as the target torque for the electric motor. The Schubrekuperationsmoment is also at already switched on Electric motor set as target torque. In detail will be at switched electric motor as the target torque appropriately a difference between the determined Schubrekuperationsmoment and current Actual torque of the electric motor is set.

Of the Electric motor is in particular a rotating electrical machine, which both as an electric motor and as an electric brake and / or Generator can be operated. In addition, one can in a conventional manner from a set and applied Braking torque gained by the braking energy as a generator operable electric motor stored for example in a battery be used or to supply other electrical consumers become.

Of the Electric motor can be indirectly via an automated manual transmission or an automatic transmission coupled to the combustion engine or be coupled. Alternatively, the electric motor can also be coupled directly or be coupled, for. B. when the rotor of the electric motor - similar a flywheel - directly on the crankshaft of the internal combustion engine or arranged on a coupling extension of this crankshaft is.

embodiments The invention will be described in more detail below with reference to drawings explained.

there shows:

1 schematically a control unit for controlling a drive system with an internal combustion engine and a coupled or coupled to this electric motor, and

2 a schematic diagram of a torque curve as a function of speed for possible embodiments of a thrust characteristic for determining a Schubrekuperationsmoments in overrun operation of a motor vehicle.

each other corresponding parts are in all figures with the same reference numerals Mistake.

In 1 is schematically a drive system designed as a hybrid drive 1 shown for a motor vehicle that has an internal combustion engine 2 and an electric motor 3 includes. The electric motor 3 is with a crankshaft 4 of the internal combustion engine 2 connected or connectable and can drive them, ie positive or negative torques apply to them. To recover recuperation energy is the electric motor 3 with a battery 5 connected. Depending on the type and structure of the hybrid drive, z. B. mixed hybrid, parallel hybrid or starter-generator system, is the electric motor 3 directly or indirectly via a gearbox 6 , z. As an automated manual transmission or an automatic transmission, with the crankshaft 4 coupled. In the embodiment according to 1 is the electric motor 3 directly with the crankshaft 4 coupled.

For controlling and / or regulating the drive system 1 is an electronic control unit 7 intended. The control unit 7 can an existing control unit, eg. B. brake control unit or engine control unit, in which the method described below is implemented. In addition, other control and / or regulatory procedures, such. As for driving stability, engine control and / or brake control, in the control unit 7 be implemented. By means of the control unit 7 are both the internal combustion engine 2 as well as the electric motor 3 or preferably only the electric motor 3 controllable and / or controllable.

During operation of the motor vehicle, by removing an acceleration request, for example by the driver's foot from the accelerator pedal 8th takes and no longer actuates this or by an automatic traction drive control, at For example, a so-called cruise control, not acceleration, but requires a speed reduction, or by a spacer for automatic compliance with a distance requesting a speed reduction, for the motor vehicle as the operating state, a pushing operation are set, in which the motor vehicle is pushed by its inertia and the driving power of internal combustion engine 2 is no longer needed.

For controlling the drive system 1 in such a pushing operation serve the control unit 7 at least the following parameters, values and / or characteristics: a Aufspannungswert A of a Pedalwertgebers 9 of the accelerator pedal 8th and a derived from the Aufspannungswert A torque request M, a speed n of a speed sensor 10 , Temperature values T _V , T _E and T _B of temperature sensors 11 to 13 of the internal combustion engine 2 , the electric motor 3 or the battery 5 , a state of charge value L of a state of charge SOC of the battery 5 , a pitch value N of a pitch sensor 14 , a program value P one by means of a switch 15 selected automatic program of the transmission 6 , the vehicle speed v, a position S _to a lockup clutch 16 and / or a longitudinal or lateral acceleration a _L , a _{Q of} the motor vehicle and instantaneous minimum actual torques M _minV and M _{minE of} the internal combustion engine 2 or the electric motor 3 of the motor vehicle driving in overrun mode (which are called thrust torques M _minV , M _{minE in the following} ).

The torque converter lockup clutch 16 is open at speeds n less than a closing speed n _S and above this closing speed n _S closed. The closing speed n _S can be used for the different gear ratios of the transmission 6 different, but always greater than the idle speed n _L be. Similarly, a back and forth switching the lockup clutch 16 be avoided by a hysteresis.

In overrun mode, depending on the value of the control unit 7 supplied parameters, in particular as a function of exceeding the predetermined idle speed n _L and the exceeding of the closing speed n _S and thus the closing or a closed position S _to the converter lockup clutch 16 carried out the method described below for setting a Schubrekuperationsmoment M _SR .

In this case, according to the present invention by means of the control device 7 determined on the basis of a characteristic field F (K0 to Kn) thrust characteristic K1 representing a thrust behavior of the motor vehicle total _{thrust torque} M _Sges . From the difference between the total _{thrust torque} M _Sges and the instantaneous minimum thrust torque M _{minV of} the internal combustion engine 2 , which acts braking in overrun, a Schubrekuperationsmoment M _{SR is} formed, which by means of the control unit 7 on the electric motor 3 is set.

Ie. the internal combustion engine 2 is still operated with a minimum thrust torque M _minV . In addition, the determined Schubrekuperationsmoment M _SR on the electric motor 3 set, which is to turn on the electric motor 3 leads or which when the electric motor 3 is set as target _torque M _SollE , resulting in positive or negative torque _values on the crankshaft 4 be applied to Schubrekuperation. By such a characteristic-guided, in addition to the crankshaft 4 Applied Schubrekuperationsmoment M _{SR of} the electric motor 3 be torque fluctuations M of the engine 2 compensated in overrun operation, which repeatedly a largely same thrust behavior can be adjusted on the motor vehicle.

In order to take into account the further parameters influencing the thrust behavior of the motor vehicle, the relevant thrust characteristic K1 is calculated from the characteristic field F (K0 to Kn) as a function of the selected automatic program P, from the ascertained pitch N, the engine speed n of the internal combustion engine 2 , the vehicle speed v, the temperatures T _V , T _E , T _B , the longitudinal acceleration a _L and / or the lateral acceleration a _Q for a speed-dependent characteristic of the Schubrekuperationsmoments M _{SR of} the electric motor 3 certainly. The consideration of these dependencies by a determined thrust characteristic K1 in the determination of the Schubrekuperationsmoments M _{SR to be set} is used in particular an improved ride comfort and / or vehicle safety and / or vehicle stability.

For example, for vehicle safety at too high a motor temperature T _{E of} the electric motor 3 the Schubrekuperationsmoment M _SR not switched to excessive Belas tion of the electric motor 3 to avoid. Even if the battery temperature T _{B is} too high or the battery SOC is too high 5 or still cold internal combustion engine 2 , That is, the motor temperature T _V is low, remains an application of the Schubrekuperationsmoments M _SR .

To take account of a requested or adjusted ride comfort, for example, in a sporty driving style by means of a suitably set automatic program P are against the determined thrust curve K1 gegenü Specified above a thrust characteristic in the comfort program higher negative or positive torque values for a sporty driving, so that the driver feels a deceleration or acceleration of the motor vehicle also in the inventive characteristic-driven overrun operation.

If, in overrun mode, there is also an activation or deactivation of the overrun fuel cutoff SAS, that is to say as a function of the exceeding of a lower engine speed n _S (= closing engine speed n _S for closing the converter lockup clutch which is above idle speed n _L) 16 ), the fuel cut-off SAS is activated or deactivated and the injection and ignition of the internal combustion engine 2 are switched off, so before and in the switching range of activation, the instantaneous minimum thrust torque M _{minV of} the internal combustion engine 2 considered for determining the thrust characteristic K1. In order to identify the switching range of the activation or deactivation of the fuel cut-off SAS, the setting of a request signal S _{a is} monitored. Alternatively or additionally, the request signal S _a as a function of the state of charge SOC of the battery 5 , from the slope N, from the engine speed n of the internal combustion engine 2 and / or the value of a requested overrun fuel demand M _{SAS be} automatically gebil det. The requested overrun fuel deceleration torque M _SAS is one of the minimum thrust or actual torque M _{minV of} the internal combustion engine 2 and the braking power of the internal combustion engine 2 and the inertia of the motor vehicle dependent torque M, for example by means of the control unit 7 determined on the basis of the parameters and parameters. After activation and thus with activated overrun fuel cutoff _SAS, the fuel cutoff torque M _SAS representing the overrun fuel cutoff _{SAS is} taken into account as torque dependence in the determination of the thrust characteristic curve K1.

If, in overrun mode, a current thrust characteristic K1 has been determined on the basis of the determined parameters and / or parameters, M _{minV of} the internal combustion engine becomes dependent on at least the instantaneous minimum thrust torque M _minV 2 determined on the basis of the determined thrust characteristic K1 and determined from this total _{thrust torque} M _Sges a corresponding Schubrekuperationsmoment M _SR , when the electric motor 3 is set as target _torque M _SollE . In this case, the electric motor guided by the setpoint _torque M _{SollE engages} 3 with associated positive or negative torque values corresponding to the determined thrust characteristic K1 on the crankshaft 4 of the internal combustion engine 2 a, so that always an equal and repetitive thrust behavior of the motor vehicle is possible. In this case, the minimum thrust torque M _{minV of} the internal combustion engine 2 and the Schubrekuperationsmoment M _{SR of} the electric motor 3 and optionally, the _fuel cut-off _torque M SAS occurring with an activated _fuel cut-off _SAS, the total _{thrust torque} M _Sges , which is determined by the thrust characteristic K1 speed dependent.

2 shows an example of a schematic diagram with several torque curves V1 to V4 as a function of speed n and various examples of a thrust characteristic K0 to Kn of a characteristic F (K0 to Kn).

In this case, the torque curve V1 represents a maximum torque M _{max of} the motor vehicle, which is the maximum torque M _{maxV of} the internal combustion engine 2 and the maximum torque M _{maxE of} the electric motor 3 is formed and that limits the total torque M _{ges of} the motor vehicle to an upper value during driving, ie without thrust.

The torque curve V2 represents the speed-dependent curve of the maximum torque M _{maxV of} the internal combustion engine 2 without an engaging torque from the electric motor 3 represents.

The torque curves V3 and V3 'each represent the speed-dependent curve of a minimum torque M _{min of} the motor vehicle, the minimum thrust torque M _{minV of} the internal combustion engine 2 without an engaging torque from the electric motor 3 in overrun operation without fuel cutoff SAS or with fuel cutoff SAS. An arrow P1 represents the fuel cut-off torque M _SAS considered in the torque curve V3 'when the fuel cut-off SAS is activated.

The torque curves V4 and V4 'each represent the speed-dependent curve of a minimum torque M _{min of} the motor vehicle in overrun with or without activated overrun fuel cut SAS. The minimum torque M _min is the minimum thrust torque M _{minV of} the internal combustion engine 2 and the minimum _torque M _{minE of} the electric motor 3 and formed with the overrun fuel cut SAS from the fuel cut-off torque M _SAS speed-dependent and limited to a unte ren value in overrun operation. An arrow P2 represents the fuel cut-off torque M _SAS considered in the torque curve V4 when the fuel cut-off SAS is activated.

The difference between a torque of the torque curve V2 and a corresponding torque of the torque curve V3 describes that by the accelerator pedal 8th Pending clamping A for the respective speed n. This clamping A is by the full throttle position of the accelerator pedal 8th to be achieved maximum torque M _{maxV of} the internal combustion engine 2 and that with not actuated accelerator pedal 8th to be achieved minimum thrust torque M _{minV of} the internal combustion engine 2 limited.

An arrow P3 represents the closed position S _to the lockup clutch 16 when the closing speed n _{S is} exceeded, which may depend on the torque, the vehicle speed and other variables.

An arrow P4 represents an activated in response to the set request signal S _a fuel cut SAS when the closing speed n _{S is} exceeded.

The torque curve V5 represents, by way of example, a thrust characteristic K1 determined from a characteristic field F (K0 to Kn) on the basis of the method described above, which as a _function of engine speed as total _{thrust torque} M _Sges the minimum thrust torque M _{minV of} the internal combustion engine 2 in overrun, possibly with activated overrun cutoff SAS, the resulting overrun cutoff torque M _SAS and the Schubrekuperationsmoment M _{SR of} the electric motor 3 includes. Three possible thrust characteristics K0, K1 and Kn of the characteristic field F (K0 to Kn) are shown by way of example.

This is, as above under 1 described in more detail the the electric motor 3 leading thrust characteristic K1 from the characteristic field F (K0 to Kn) by means of the control unit 7 determined on the basis of the detected and / or determined parameters and parameters and used to determine the Schubrekuperationsmoments M _SR for the respective speed n, wherein the determined Schubrekuperationsmoment M _SR to a predetermined effective minimum _torque M _{effminE of} the electric motor 3 is limited.

In addition, optionally depending on the speed of a Rekuperationsbremsmoment M _BR of a non-illustrated recuperative braking system of the electric motor 3 be taken into account.

1

drive system

2

internal combustion engine

3

electric motor

4

crankshaft

5

battery

6

transmission

7

control unit

8th

accelerator

9

Pedal sensors

10

Speed sensor

11

temperature sensor for internal combustion engine

12

temperature sensor for electric motor

13

temperature sensor for battery

14

tilt sensor

15

switch for selecting an automatic program

16

Converter lockup clutch

A

stretching on the accelerator pedal

a _L

longitudinal acceleration

a _Q

lateral acceleration

K0 to Kn

Thrust characteristics

F (K0 to Kn)

Of characteristics the thrust characteristics

M _BR

Rekuperationsbremsmoment of the electric motor

M _SeffminE

effective Minimum torque of the electric motor

M _min

minimal Total torque of the motor vehicle

M _max

maximum Total torque of the motor vehicle

M _maxE

maximum Torque (maximum actual torque during driving) of the electric motor

M _maxV

maximum Torque (maximum actual torque during driving) of the internal combustion engine

M _minE

minimal Shear torque (minimum actual torque in overrun mode) of the electric motor

M _minV

minimal Thrust torque (minimum actual torque in overrun mode) of the internal combustion engine

M _SAS

Fuel cut-off torque

M _Sges

Total thrust torque

M _SollE

target torque of the electric motor

M _SR

Schubrekuperationsmoment

N

pitch

n

rotation speed

n _L

Idle speed

n _s

Closing speed

P

automatic program

P1 to P4

arrows

S _a

request signal for fuel cut-off

S _too

position the lockup clutch

SAS

fuel cut

SOC

SOC the battery

V1 to V4

curves

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - EP 1108128 B1 [0006]

Claims (10)

Method for controlling a drive system ( 1 ) for a motor vehicle with a crankshaft ( 4 ) comprehensive combustion engine ( 2 ) and at least one with the internal combustion engine ( 2 ), in particular the crankshaft ( 4 ) coupled or couplable electric motor ( 3 ), wherein in overrun operation of the motor vehicle on the basis of a characteristic curve field (F (K0 to Kn)) determined thrust characteristic (K1) a thrust _{behavior of} the motor vehicle representing total thrust _torque (M _Sges ) is determined and from the difference of total _{thrust torque} (M _Sges ) and instantaneous minimum thrust torque (M _minV ) of the internal combustion engine ( 2 ) a Schubrekuperationsmoment (M _SR ) is determined on the electric motor ( 2 ) is set. A method according to claim 1, characterized in that the total _{thrust torque} (M _Sges ) is determined when the internal combustion engine ( 2 ) has exceeded at least one idling speed (n _L ) and a combustion engine ( 2 ) and a transmission ( 6 ) connecting torque converter lockup clutch ( 16 ) is closed when reaching a predetermined engine speed (n _S ). A method according to claim 1 or 2, characterized in that the characteristic field (F (K0 to Kn)) is formed from a number of thrust characteristics (K0 to Kn), each as a torque-speed curve in dependence on the selected automatic program (P) of a slope (N), an engine speed (n), a vehicle speed (v), a longitudinal acceleration (a _L ) and / or a temperature (T _V , T _E , T _B ) of the internal combustion engine ( 2 ), of the electric motor ( 3 ) and / or a battery ( 5 ) is determined. Method according to one of claims 1 to 3, characterized in that at an activated overrun fuel cutoff (SAS) a resulting thrust cut-off torque (M _SAS ) is taken into account in the determination of the thrust characteristic (K1). A method according to claim 4, characterized in that in the shift range of deactivation or activation of the overrun fuel cutoff (SAS) instead of the overrun fuel cutoff torque (M _SAS ), the instantaneous thrust torque (M _minV ) of the internal combustion engine ( 2 ) is taken into account in the determination of the thrust characteristic (K1). A method according to claim 5, characterized in that the switching range of deactivation or activation of the fuel cut (SAS) by setting a request signal (S _a ) for a fuel cut (SAS) is identified. A method according to claim 6, characterized in that the request signal (S _a ) for the fuel cut-off (SAS) in response to a state of charge (SOC) of a battery ( 5 ), of a slope (N), of an engine speed (n) of the internal combustion engine ( 2 ) and / or requested boost deceleration torque (M _SAS ). Method according to one of claims 1 to 7, characterized in that in the presence of a Schubrekuperationsmoments (M _SR ) and switched off electric motor ( 3 ) this is switched on and the determined Schubrekuperationsmoment (M _SR ) as the desired _torque (M _SollE ) for the electric motor ( 3 ) is set. Method according to one of claims 1 to 7, characterized in that in the presence of a Schubrekuperationsmoments (M _SR ) and the electric motor ( 3 ) a difference between the determined Schubrekuperationsmoment (M _SR ) and the instantaneous actual torque (M _minE ) of the electric motor ( 3 ) as the desired _torque (M _SollE ) for the electric motor ( 3 ) is set. Method according to one of claims 1 to 9, characterized in that the determined Schubrekuperationsmoment (M _SR ) to a predetermined minimum _torque (M _effminE ) of the electric motor ( 3 ) is limited.