DE102012222366A1 - Control system of hybrid vehicle, has switching sequence controller to determine actuating signals for combustion engine and actuating signals for electric machine for controlling the load circuits in gear box of hybrid vehicle - Google Patents

Abstract

The control system has a switching sequence controller (8) that is provided to determine the actuating signals for a combustion engine (1) and the actuating signals for an electric machine (2) for controlling the load circuits in a gear box (3) of the hybrid vehicle based on a powertrain model (10) of a hybrid vehicle, a current operating situation of the hybrid vehicle, and the physical conditions and control-side boundary conditions of the hybrid vehicle. The actuating signals for shift elements of the gear box are determined by the switching sequence controller.

Description

The invention relates to a control system of a hybrid vehicle.

A hybrid vehicle comprises a drive unit which has an internal combustion engine and an electric machine, wherein a transmission is connected between the drive unit and an output. The transmission converts speeds and torques of the drive unit and provides the traction power supply of the drive unit at the output of the hybrid vehicle ready.

Depending on the operating situation of the hybrid vehicle, in particular depending on a driver-side operation of an accelerator pedal and / or brake pedal, gear changes or circuits must be performed in the transmission. In particular, the execution of load circuits while maintaining a drive torque at the output of the hybrid vehicle is of importance.

So far, the execution of load circuits in a transmission of a hybrid vehicle is controlled or regulated such that depending on a current operating situation of the hybrid vehicle defined pressure curves and / or torque curves are selected and driven by the same friction shift elements of the transmission, these pressure curves and / or torque curves as long be varied until a desired speed curve sets in the transmission. The application of the pressure curves and / or torque curves via a variety of parameters and is therefore very expensive. There is therefore a need for a control system of a hybrid vehicle which enables the implementation of load circuits in the transmission of the hybrid vehicle with simpler means.

From the Article "Model-based control calculation for dual-clutch transmissions as part of a new overall concept for transmission control and regulation, AT Automation Technology, 5/2009, pp. 230 to 237" is a control system for a conventional motor vehicle with a trained as a dual clutch transmission known, wherein the control system uses a model of a drive train of the motor vehicle.

On this basis, the present invention based on the object to provide a novel control system of a hybrid vehicle.

This object is achieved by a control system of a hybrid vehicle according to claim 1. The control system according to the invention comprises a switching sequence control and a higher-level hybrid and switching strategy control, wherein for the execution of a load circuit, the switching sequence control determines both control signals for the switching elements of the transmission and control signals for the internal combustion engine and control signals for the electric machine such that the switching elements of the transmission, the load circuit perform friction-free, for which purpose the shift sequence control depending on a powertrain model of the hybrid vehicle, depending on the current operating situation of the hybrid vehicle and depending on physical constraints and control side boundary conditions determines the control signals for the engine and the control signals for the electric machine.

The control system according to the invention for a hybrid vehicle is a model-based control system which, on the basis of a powertrain model of the hybrid vehicle, determines control signals for the internal combustion engine and control signals for the electric machine such that the shifting elements of the transmission execute a load circuit without friction. Therefore, both frictional switching elements and positive switching elements can be used for the circuit design in the transmission. The determination of the control signals for the internal combustion engine and the electric machine takes place on the basis of the powertrain model depending on the current operating situation of the hybrid vehicle and dependent on physical boundary conditions and control-side boundary conditions. The physical boundary conditions are, in particular, limits, namely maximum and minimum permissible setting torques of the internal combustion engine and the electrical machine. With such a control system, the control signals for the internal combustion engine and the electric machine for the friction-free circuit design of load circuits in the transmission of a hybrid vehicle can be determined in a particularly simple and advantageous manner.

In a further development, the shift sequence control determines via the drive train model depending on input variables of the powertrain model as output variables a control torque for the internal combustion engine and a control torque for the electric machine, wherein the powertrain model as input physical boundary conditions, namely a maximum permissible actuating torque of the internal combustion engine, a minimum permissible actuating torque of Internal combustion engine, a maximum permissible actuating torque of the electric machine and a minimum permissible actuating torque of the electric machine, and also takes into account an actual state of the switching elements of the transmission and an actual acceleration of an output shaft of the transmission. This determination of the control moments for the Internal combustion engine and the electric machine is particularly advantageous.

According to a further development, the shift sequence control determines the actuating torque for the internal combustion engine and the actuating torque for the electric machine for a plurality of circuit phases, namely for a discharge phase of the switching element to be opened, a synchronization phase of the switching element to be closed and a load phase of the switching element to be closed.

For the discharge phase of the switching element to be opened, the drive train model of the shift sequence control determines the actuating torque for the internal combustion engine and the actuating torque for the electric machine further depending on a target output torque and dependent on an output of a torque specification, the torque setting depending on an actual torque of the opening switching element as the output variable determines a desired torque of the switching element to be opened.

For the synchronization phase of the switching element to be closed, the drive train model of the shift sequence control further determines the actuating torque for the internal combustion engine and the actuating torque for the electric machine depending on a target output torque depending on a control-side portion and a control-side portion of an acceleration default for the closed and to be synchronized switching element.

For the load phase of the closing element to be closed, the drive train model of the shift sequence control determines the control torque for the engine and the control torque for the electric machine further depending on output variables of a moment equalization, the instantaneous adjustment depends on a target output torque, depending on an actual torque of the engine and depending on an actual torque of the electric machine as output variables, a desired torque of the internal combustion engine and a desired torque of the electrical machine determined.

This determination of the control torques for the internal combustion engine and the electric machine as a function of the switching phases of a circuit to be executed is particularly advantageous and therefore preferred.

Preferred developments emerge from the subclaims and the following description. Embodiments of the invention will be described, without being limited thereto, with reference to the drawings. Showing:

1 an exemplary schematic of a hybrid vehicle;

2 a first detail of a control system according to the invention of a hybrid vehicle;

3 a second detail of the control system of a hybrid vehicle according to the invention;

4 a third detail of the control system of a hybrid vehicle according to the invention;

5 a timing diagram for further clarification of the operation of the control system according to the invention.

The present invention relates to a control system of a hybrid vehicle for controlling the hybrid vehicle in the execution of a shift or a gear change, namely a load circuit.

A hybrid vehicle comprises a drive unit with an internal combustion engine 1 and an electric machine 2 (please refer 1 ). Between the drive unit, namely the internal combustion engine 1 and the electric machine 2 , and a downforce 4 is a transmission 3 connected, which comprises a plurality of frictional and / or positive switching elements. To perform a circuit or a gear change in the transmission 4 At least one previously closed switching element is opened and closed at least one previously opened switching element.

The internal combustion engine 1 is a control device 5 assigned to the operation of the internal combustion engine 1 to control and / or to regulate. The electric machine 2 is another control device 6 assigned to the operation of the electric machine 2 to control and / or to regulate. The transmission 3 is another control device 7 assigned to the operation of the transmission 3 to control and / or to regulate. At the control devices 5 and 6 these are engine control devices and the control device 7 to a transmission control device.

A control system according to the invention for such a hybrid vehicle comprises a shift sequence control 8th and a parent hybrid and switch strategy control 9 ,

According to 1 , exchanges the switching sequence control 8th with the control devices 5 . 6 and 7 Data from, with the switching sequence control 8th the control devices 5 . 6 and 7 in particular transmitting control signals, and wherein the control means 5 . 6 and 7 the switching sequence control 8th in particular measured and / or calculated Sizes of internal combustion engine 1 , electric machine 2 and gear 3 provide. Furthermore, change the switching sequence control 8th and the hybrid and shift strategy control 9 with each other data. Although in 1 not shown, the hybrid and shift strategy control 9 Control signals bypassing the switching sequence control 8th also directly to the control devices 5 . 6 and 7 provide. The hybrid and shift strategy control 9 receives as inputs in particular driver-side specifications, such as a driver-side accelerator operation and a driver-side brake pedal operation.

Then, when the hybrid vehicle is operated outside of a shift or a gear change, ie with a fixed gear, corresponding adjusting moments for the internal combustion engine 1 , the electric machine 2 and the gearbox 3 the control devices 5 . 6 and 7 directly from the hybrid and shift strategy control 9 made available. Then, on the other hand, when in gear 3 a circuit or a gear change is to be performed, takes over the switching sequence control 8th the control of the internal combustion engine 1 , the electrical 2 and the gearbox 3 and thus provides the same corresponding control signals.

The present invention now relates to such details of the control system according to the invention, which the switching sequence control 8th and the hybrid and shift strategy control 9 includes, the execution of a load circuit in the transmission 3 serve. A load circuit in the transmission 3 while maintaining traction at the output 4 is particularly possible if either the internal combustion engine 1 or the electric machine 2 during the circuit execution via a fixed gear ratio with the output 4 connected is. In this case, then a drive torque can be provided at the output during the execution of a load circuit, also a synchronization of the closing element to be closed for the shift element can be performed. Furthermore, a load circuit while maintaining the traction at the output is possible when both internal combustion engine 1 as well as electric machine 2 during the circuit design via a planetary gear set without fixed gear ratio with the output 4 are connected. In this case, then stop the internal combustion engine 1 and the electric machine 2 together at the output 4 a drive torque upright and together provide for the synchronization of the switching element to be closed for the gear change.

It should be noted that the invention is not limited to a specific embodiment of a transmission or a specific embodiment of a drive train of a hybrid vehicle. Thus, the invention may be applied to hybrid vehicles comprising, as a transmission, a conventional automatic transmission or a dual-clutch transmission or a power-split transmission or a multi-stage group transmission.

To execute a load circuit in the gearbox 3 determines the switching sequence control 8th both actuating signals for the switching elements of the transmission 3 as well as control signals, namely control moments, for the internal combustion engine 1 and the electric machine 3 , namely, such that the switching elements of the transmission 3 perform the respective load circuit frictionless. For this purpose, determines the switching sequence control 8th depending on a powertrain model 10 of the hybrid vehicle, depending on the current operating situation of the hybrid vehicle and depending on physical boundary conditions and control-side boundary conditions, the control signals for the internal combustion engine 1 and the electric machine 2 that is, the moments of adjustment for the same.

The powertrain model 10 therefore gives as output variables a control torque for the internal combustion engine 1 and a setting torque for the electric machine 2 out. This determination of the actuating torque for the internal combustion engine 1 and the actuating torque for the electric machine 2 through the powertrain model 10 is dependent on input variables of the powertrain model 10 , where the powertrain model 10 as input variables in addition to an actual state of the switching elements of the transmission 3 and besides an actual acceleration of an output shaft of the transmission 3 as physical boundary conditions a maximum permissible actuating torque of the internal combustion engine 1 , a minimum permissible actuating torque of the internal combustion engine 1 , a maximum permissible setting torque of the electric machine 2 and a minimum allowable actuating torque of the electric machine 2 considered.

In addition to these input variables, further input variables of the powertrain model 10 taking into account the other input variables of the powertrain model 10 on the basis of which the same the adjusting torque for the internal combustion engine 1 and the setting torque for the electric machine 2 determined, depending on the respective circuit phase of the circuit to be executed. This is how the shift sequence control determines 8th the setting torque for the internal combustion engine 1 and the setting torque for the electric machine 2 individually for a plurality of shift phases, namely for a release phase of the shift element to be opened for the gear change, for a synchronization phase of the shift element to be closed for the gear shift and for a load phase of the shift element to be closed for the gear shift.

In the discharge phase of the switching element to be opened, the switching element to be opened is relieved, wherein this switching element is opened when the same transmits approximately no or a small moment more. In the subsequent synchronization phase of the switching element to be closed, the differential rotational speed is reduced at the switching element to be closed for the gear change. In this case, a steady acceleration curve is specified, namely such that at the end of this synchronization phase the differential rotational speed and the differential acceleration for the switching element to be closed are zero. As soon as the speed difference is zero, the switching element to be closed can be closed without friction. In the subsequent load phase of the switching element to be closed, an instantaneous adjustment takes place to the new gear.

Before referring to below 2 to 4 on the determination of the control moments for the internal combustion engine 1 and the electric machine 2 Regarding the different circuit phases is discussed in detail, it should be noted in advance that the powertrain model 10 is preferably designed as a linear system of equations, which accelerations of waves of the drive train, so rotational accelerations of internal combustion engine 1 , electric machine 2 , Waves of the transmission 3 and the downforce 4 , describing about equations, taking the number of driveline model 10 stored equations is overdetermined. Therefore, only a subset of these equations are always used to determine the setting torques for the internal combustion engine 1 and the electric machine 2 used. As already stated, takes place in the powertrain model 10 the switching sequence control 8th the determination of the setting torques for internal combustion engine 1 and electric machine 2 taking into account physical boundary conditions and control-side boundary conditions. Then, when determining the setting moments for internal combustion engine 1 and electric machine 2 If it is determined that one of these boundary conditions is violated, then the linear system of equations of the drive train model becomes 10 changed so that a previously active equation of the powertrain model is inactivated and a hitherto inactive equation of the powertrain model is activated, namely in the sense of an active-set method for consideration of secondary conditions. In this way, while avoiding overdetermination of the drive train model, it is possible to realize that physical and control-side boundary conditions are not violated.

2 clarifies the determination of the actuating torque M _VM-STELL for the internal combustion engine 1 and the determination of the actuating torque M _EM-digit for the electric machine 2 through the powertrain model 10 the switching sequence control 8th for the discharge phase of the switching element to be opened for the gear change, wherein 2 can be taken that in the discharge phase the powertrain model 10 On the one hand, the physical boundary conditions with regard to the internal combustion engine as input variables 1 and the electric machine 2 namely, the maximum permissible setting moment M _VM-MAX and the minimum permissible setting moment M _{VM-MIN of} the internal combustion engine 1 and the maximum permissible actuating torque M _EM-MAX and the minimum permissible actuating torque M _{EM-MIN of} the electric machine 2 , The actual state _X, the switching elements of the transmission 3 , the actual acceleration ώ _{AB-IST of} the output shaft of the transmission 3 and a target output torque M _{AB-SOLL be} supplied.

Another input used in the discharge phase is the powertrain model 10 an output of a moment preset 11 , where the moment preset 11 On the basis of an actual torque M _{OPEN-IST of} the switching element to be opened as the output variable, a setpoint torque M _{UP-SOLL of} the switching element to be opened is determined and this is the drive train model 10 as an input. As already stated, determines the powertrain model 10 on the basis of these input variables, the setting torque M _VM-STELL and M _EM-STELL for the internal combustion engine 1 and the electric machine 2 , in such a way that none of the above-mentioned physical boundary conditions, ie the minimum allowable and maximum allowable control torques of the electric machine 2 and the internal combustion engine 1 , get hurt. If this is the case, then, as already stated, by changing the linear equation system of the Active-Set powertrain model 10 ensures that none of the permissible physical boundary conditions is violated.

For the discharge phase of the switching element to be opened is therefore in the block moment preset 11 the target torque M _{OPEN-SOLL of} the switching element to be opened is determined, specifically depending on the actual torque M _{OPEN-IST of} the switching element to be opened, which is required as the starting value. The setpoint torque M _{UP-SOLL of} the switching element to be opened is preferably continuously reduced to zero starting from the moment at the beginning of the unloading phase.

4 clarifies the determination of the setting torques M _VM-STELL and M _EM-STELL for internal combustion engine 1 and electric machine 2 for the circuit phase of the synchronization of the switching element to be closed. In this case, the setting torque M _VM-STELL and M _EM-STELL of the drive train model for this synchronization phase 10 determines the driveline torque 10 when Input variables of the already mentioned physical boundary conditions, namely the maximum and minimum allowable control torques M _VM-MAX , M _VM-MIN , M _EM-MAX and M _EM-MIN , of internal combustion engine 1 and electric machine 2 , The actual state _X, the switching elements of the transmission 3 , an actual acceleration ώ _{AB-IST of} the output shaft of the transmission 3 and a desired output torque M _{AB-SOLL be} provided.

In addition to the physical constraints already mentioned, the powertrain model takes into account 10 the switching sequence control 8th in the synchronization phase also control-side boundary conditions, namely a minimum allowable differential acceleration Δώ _SYN-MIN and a maximum allowable differential acceleration Δώ _{SYN-MAX of} the switching element to be synchronized, these control-side boundary conditions of the powertrain model 10 from a constraint specification 13 to be provided. The constraint specification 13 determines the above-mentioned control-side boundary conditions Δώ _SYN-MIN and Δώ _SYN-MAX respectively depending on an actual differential speed Δω _SYN-IST on the switching element to be synchronized and dependent on starting values or initial values of the differential speed Δω _SYN-0 and the differential acceleration Δώ _{SYN-0 of} the switching element to be synchronized.

As a further input variable for the powertrain model 10 is used in the synchronization phase, an acceleration specification or Differenzbeschleunigungsvorgabe Δώ _SYN-STELL for synchronizing the switching element of the transmission 3 , This acceleration specification Δώ _SYN-STELL comprises a control-side component Δώ _SYN-S and a control-side component Δώ _SYN-R .

The control-side component Δώ _{SYN-S of} the acceleration specification or differential acceleration specification Δώ _SYN-STELL for the switching element to be closed is determined by a nominal course specification 14 provided, depending on the already mentioned initial values Δώ _SYN-0 and Δω _SYN-0 of differential speed and differential acceleration of the synchronizing switching element.

The control-side component Δώ _{SYN-R of} the acceleration specification or differential acceleration specification Δώ _SYN-STELL is provided by a speed controller 15 provided. The speed controller 15 compares a target differential rotational speed Δω _SYN-SOLL with an actual differential rotational speed Δω _{SYN-IST of} the synchronizing switching element, the same outputting the control-side component Δώ _SYN-R for the acceleration specification Δώ _SYN-STELL on the basis of this comparison as output variable. The desired differential speed Δω _SYN- S _TELL is in turn determined by the desired course profile 14 provided, preferably depending on the initial values or starting values of the differential speed and differential acceleration at the synchronizing switching element.

From the target course specification 14 limitations on their output are taken into account through so-called anti-windup measures. This ensures that the speed controller 15 in the case of boundary conditions to be considered only realizable setpoint specifications are passed. These setpoint specifications can be determined, for example, via polynomial functions, ramp functions or trapezoidal functions.

In the case of the anti-windup measures, the target course specification becomes 14 accordingly, from the powertrain model 10 Provided input variables, namely on the one hand a drive train model side differential speed Δώ _SYN-MDL the synchronizing clutch and active, to be considered boundary conditions Z.

3 clarifies the determination of the setting torques M _VM-STELL and M _EM-STELL for internal combustion engine 1 and electric machine 2 for the load phase of the closing element of the transmission to be closed 3 , Here are the powertrain model 10 again as input variables the physical boundary conditions, namely the minimum permissible and maximum permissible setting torques M _VM-MAX , M _VM-MIN , M _EM-MAX and M _EM-MIN of internal combustion engine 1 and electric machine 2 , the actual state of the switching elements of the transmission 3 , and actual acceleration ώ _{AB-IST of} an output shaft of the transmission 3 , wherein according to 3 Also for the load phase further input variables from the powertrain model 10 in determining the setting torques for internal combustion engine 1 and electric machine 2 be taken into account.

So are as further input variables of the powertrain model 10 for the loading phase output variables of a momentary equation 12 taken into account, with the output variables of the instantaneous equation 12 is target torque, namely target torque M _VM-SOLL , M _EM-SOLL and M _AB-SOLL of internal combustion engine 1 , electric machine 2 and transmission output shaft. The momentary equation 12 determines these output variables depending on the corresponding torque specifications M _VM-SOLL-HS , M _EM-SOLL-HS and M _{AB-SOLL-HS of} the hybrid and switching strategy control 9 as well as on the basis of actual moments M _VM-IST and M _EM-IST of internal combustion engine 1 and electric machine 2 ,

Based on the actual moments M _VM-IST and M _EM-IST of internal combustion engine 1 and electric machine 2 the corresponding target specifications M _VM-SOLL and M _{EM-SOLL are} preferably continuously increased, namely to one of the higher-level hybrid and switching strategy control 9 predetermined level.

5 illustrates the operation of the control system according to the invention by means of timing diagrams, wherein in 5 over the time t different signal waveforms are plotted.

So are in 5 Plotted over time t torque curves, namely the torque curves of the actuating torque M _VM-STELL and M _EM-STELL for internal combustion engine 1 and electric machine 2 , and differential speed and differential acceleration characteristics of the clutch to be synchronized, namely the actual differential speed curve Δω _SYN-IST and the actual differential acceleration curve Δώ _{SYN-IST of} the clutch to be synchronized, in each case for the three circuit phases of a circuit to be executed.

The discharge phase of the switching element to be opened extends between the times t0 and t1, ie in the time interval Δt1.

The synchronization phase of the switching element to be closed extends between the times t1 and t6, ie in the time interval Δt2.

The loading phase of the switching element to be closed extends between the times t6 and t7, ie in the time interval Δt3.

Furthermore, in 5 the control-side boundary conditions determined for the synchronization phase, namely the minimum and maximum differential acceleration Δώ _SYN-MAX and Δώ _{SYN-MIN of} the switching element to be synchronized, shown by the constraint specification 13 the powertrain model 10 be made available. It shows 5 in that in the preferred embodiment these control-side boundary conditions are provided or determined via trapezoidal functions. In contrast to this, polynomial functions or ramp functions can also be used for the control-side boundary conditions.

Between the times t1 and t3, the control-side boundary conditions increase continuously to the respective maximum value, are kept constant between the times t3 and t4, and between the times t4 and t6, these control-side boundary conditions are again reduced in a ramp-like manner to zero. 5 It can be seen that the actual differential acceleration Δώ _SYN-IST already reaches its maximum value at time t2 and is reduced to zero only at time t5, starting from its maximum value.

As boundary conditions permissible switching times, namely a maximum permissible switching time and a minimum permissible switching time can be taken into account. These switching times result from the maximum permissible and minimum allowable differential accelerations Δώ _SYN-MAX and Δώ _SYN-MIN for the switching element to be synchronized.

LIST OF REFERENCE NUMBERS

1

internal combustion engine

2

electric machine

3

transmission

4

output

5

control device

6

control device

7

control device

8th

Shifting sequence control

9

Hybrid and shift strategy control

10

Drivetrain model

11

torque specification

12

moment approximation

13

Constraint specification

14

Desired course setting

15

regulator

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited non-patent literature

• Article "Model-based control calculation for dual-clutch transmissions as part of a new overall concept for transmission control and regulation, AT automation technology, 5/2009, pp. 230 to 237" [0005]

Claims (9)

Control system of a hybrid vehicle for controlling the hybrid vehicle in the implementation of a circuit, namely a load circuit, wherein the hybrid vehicle is an internal combustion engine ( 1 ), an electric machine ( 2 ) and a plurality of frictional and / or positive switching elements having gear ( 3 ), with a switching sequence control ( 8th ) and a higher-level hybrid and switching strategy control ( 9 ), wherein for the execution of a load circuit, the switching sequence control ( 8th ) both actuating signals for the switching elements of the transmission ( 3 ) as well as actuating signals for the internal combustion engine ( 1 ) and actuating signals for the electrical machine ( 3 ) determined such that the switching elements of the transmission ( 3 ) perform the load circuit frictionless, in which case the switching sequence control ( 8th ) depending on a powertrain model ( 10 ) of the hybrid vehicle, depending on the current operating situation of the hybrid vehicle and depending on physical boundary conditions and control-side boundary conditions, the control signals for the internal combustion engine ( 1 ) and the actuating signals for the electric machine ( 2 ). Control system according to claim 1, characterized in that the switching sequence control ( 8th ) via the powertrain model ( 10 ) depending on input variables of the powertrain model ( 10 ) as output variables a setting torque for the internal combustion engine ( 1 ) and a setting torque for the electric machine ( 2 ), wherein the driveline model ( 10 ) as input variables as physical boundary conditions a maximum permissible actuating torque of the internal combustion engine ( 1 ), a minimum permissible actuating torque of the internal combustion engine ( 1 ), a maximum allowable actuating torque of the electric machine ( 2 ), a minimum allowable actuating torque of the electric machine ( 2 ) and also an actual state of the switching elements of the transmission ( 3 ) and an actual acceleration of an output shaft of the transmission ( 3 ) considered. Control system according to claim 2, characterized in that the switching sequence control ( 8th ) the actuating torque for the internal combustion engine ( 1 ) and the actuating torque for the electric machine ( 2 ) for a plurality of circuit phases, namely a discharge phase of the switching element to be opened, a synchronization phase of the switching element to be closed and a load phase of the switching element to be closed. Control system according to claim 3, characterized in that the drive train model ( 10 ) of the switching sequence control ( 8th ) the actuating torque for the internal combustion engine ( 1 ) and the actuating torque for the electric machine ( 2 ) for the discharge phase of the switching element to be opened, furthermore dependent on a nominal output torque and dependent on an output variable of a torque input ( 11 ), whereby the moment specification ( 11 ) determined as an output variable, a desired torque of the switching element to be opened depending on an actual torque of the openable switching element. Control system according to claim 3 or 4, characterized in that the drive train model ( 10 ) of the switching sequence control ( 8th ) the actuating torque for the internal combustion engine ( 1 ) and the actuating torque for the electric machine ( 2 ) for the loading phase of the switching element to be closed, furthermore dependent on output variables of a momentary equation ( 12 ), whereby the instantaneous equation ( 12 ) depending on a target output torque, depending on an actual torque of the internal combustion engine ( 1 ) and depending on an actual moment of the electric machine ( 3 ) as output variables a desired torque of the internal combustion engine ( 1 ) and a desired torque of the electric machine ( 2 ) certainly. Control system according to one of Claims 3 to 5, characterized in that the drive train model ( 10 ) of the switching sequence control ( 8th ) the actuating torque for the internal combustion engine ( 1 ) and the actuating torque for the electric machine ( 2 ) For the synchronization phase of the switching element to be closed further determined depending on a target output torque, and depending on a control-side portion and a control-side portion of an acceleration default for the closing element to be closed and to be synchronized. Control system according to claim 6, characterized in that the control-side portion of the acceleration specification for the closing and to be synchronized switching element is dependent on an actual speed difference and dependent on an actual differential acceleration for the closing and to be synchronized switching element. Control system according to claim 6 or 7, characterized in that a speed controller determines the control-side portion of the acceleration default for closing and to be synchronized switching element depending on an actual speed difference and depending on a target speed difference for the closing and to be synchronized switching element. Control system according to one of claims 1 to 8, characterized in that when the drive train model ( 10 ) of the switching sequence control ( 8th ) determines that at least one boundary condition is violated, the same boundary condition is met with an active-set strategy, wherein at least one hitherto active equation of a per se overdetermined drive train model ( 10 ) and deactivates a hitherto inactive equation of the drive train model ( 10 ) is activated.

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