DE102016224130A1 - Method for controlling and / or regulating a hybrid drive system - Google Patents

Abstract

The invention relates to a method for controlling and / or regulating a hybrid drive system of a vehicle having an internal combustion engine (VKM) and at least one electric machine (EM). In particular, hybrid drive systems with more complex transmission structures, namely with at least two gear stages that can be operated by electric power and with at least two electrically operable gear stages, can thereby be operated in an energy-efficient and, in particular, driving comfort manner, depending on the speed (v) of the vehicle a desired gear ratio (GSoll) is determined and output for the at least one electric machine (EM), and / or a plurality of internal combustion engine / electric machine output torque combinations (MM) based on a driver request output torque (M) for at least two gear stages operable by combustion engine ), in which the driver's desired output torque (M) in each case in an internal combustion engine output torque (M) and at least one electric machine output torque (M) is divided is provided, wherein for the internal combustion engine / Elektromasc respectively, a system efficiency (η) is determined and the internal combustion engine / electric machine output torque combination (MM) with the highest system efficiency (η) selected and their combustion engine operable gear ratio as the target gear ratio (G) for the internal combustion engine (VKM) and / or the internal combustion engine output torque (M) as the desired torque (MSoll) for the internal combustion engine (VKM) and / or their electric machine output torque / e (M) as a target torque / e (MSoll) for the at least one electric machine (EM ) to be selected.

Description

The invention relates to a method for controlling and / or regulating a hybrid drive system of a vehicle having the features of patent claim 1.

Hybrid drive systems for vehicles generally have at least one internal combustion engine and at least one electric machine.

From the DE 10 2009 022 433 A1 a method for operating a vehicle with an internal combustion engine, with a first electric machine and with a second electric machine is known. In this case, to determine the division of the charging or drive torques on the first electric machine, the second electric machine and the internal combustion engine for a load point shift, in particular for a Verbrennungskraftmaschinelle load point increase to achieve better efficiency of the internal combustion engine with simultaneous generator operation of the electric machines and an energy supply an electric energy storage (or for a purely electric driving), the first and second electric machine combined into a single "virtual electric machine". In particular, a transmission gear is initially selected in the method, then a driver desired torque is specified, and later the efficiency of the virtual electric machine is calculated or determined as a function of the operating point.

From the WO 2008/071381 A2 is a method for controlling a hybrid drive of a motor vehicle with an internal combustion engine, with at least one electric machine and a transmission known. In the method, it is first decided based on a driver's request and an operating state, which operating modes are possible. For these operating modes corresponding operating points are then determined in the method the driver's request. Then the operating modes are evaluated, the most favorably evaluated mode is selected, and finally the desired values or commands corresponding to the operating points of the selected mode are output. In the initial determination of the possible operating modes, it may also be decided which gears are suitable for these possible operating modes, so that a number of modes may be available for selection. When determining optimal operating points of the components involved in the respective mode, the efficiencies of the individual components in the operating points can be determined for all modes and included in the evaluation for the selection of the mode.

However, the methods known in the prior art for operating or controlling and / or regulating hybrid drive systems are not yet optimally configured. In particular, only special and / or (pres) selected criteria are used for determining the efficiency, which means that not all achievable by a system efficiencies can be determined and therefore possibly accounted for by the system higher efficiency can be disregarded and thus, if necessary, by the system achievable energy efficiency is not fully exploited. In addition, the methods known in the prior art for operation or for the control and / or regulation of comparatively simple hybrid drive systems are designed and not readily applicable to more complex hybrid drive systems, for example, with more complex transmission structures.

The invention is therefore based on the object, the above-mentioned method for operating a hybrid drive system of a vehicle in such a way and further that with it a hybrid drive system, especially with a more complex transmission structure, with the highest possible energy efficiency - and in particular with the highest possible driving comfort - can be operated.

The object underlying the invention will now be solved first by a hybrid drive system for a vehicle, in particular for a motor vehicle, with the features of claim 1.

In this case, the method for operating or for controlling and / or regulating a hybrid drive system of a vehicle having at least one internal combustion engine, with at least one electric machine and at least two combustion engine operated grades (for example, two different gears, especially forward gears) and at least two electrically operated gear stages ( for example, two different gears, especially forward gears) designed.

As part of an embodiment, depending on the speed of the vehicle, in particular directly, a desired gear, for example, a desired gear, for the at least one electric machine determined and selected in particular.

As part of an additional or alternative embodiment, a plurality of internal combustion engine / electric machine output torque combinations, in which the driver request output torque in each case in at least one internal combustion engine output torque and at least one electric machine on the basis of a driver's desired output torque for at least two Verbrennungskraftmaschinell operable grades -Abtriebsmoment is divided, provided, in particular generated or calculated and / or determined. For the internal combustion engine / electric machine output torque combinations, a system efficiency is then determined in each case, in particular calculated. The internal combustion engine / electric machine output torque combination with the highest system efficiency is then selected, and its combustion gear operable speed stage (for example, the second gear) as the target gear (target gear) for the internal combustion engine and / or the internal combustion engine output torque as the target torque for the internal combustion engine and / or whose electric machine output torque is output or selected as the desired torque for the at least one electric machine.

By the speed-dependent and / or driver's request output torque dependent target gear determination, a hybrid drive system, especially with a more complex transmission structure, namely with two or more combustion-machine operable grades and two or more electrically operated gear ratios, energy efficient - and in particular with a high ride comfort - are operated ,

On the basis of the speed of the vehicle, the target gear ratio (the target gear) for the at least one electric machine can be determined in a particularly simple manner. By adapted to the efficiency map of the electric machine speed limit values for the respective target gear ratios (target gears), especially for the individual gear ratios of the electric machine, a high energy efficiency and especially a high ride comfort can be achieved in a particularly simple manner.

In this case, different speed limit values can be defined for an upshift (or an increase in the desired gear step) and for a downshift (or a reduction in the target gear step). In particular, the speed limit for upshifting to a desired gear ratio, such as upshifting from a lower electrically operable ratio to a higher electrically operable ratio, may be higher than the speed limit for downshifting to this nominal ratio, for example, downshifting from a higher electrically operable ratio to a lower one Electronically operated gear stage. With a reduction in speed, the electric machine can be operated as a generator for longer and thus the energy efficiency of the system can be further increased.

On the basis of the driver-desired output torque, the target gear ratio (the target gear) and / or the target torque for the internal combustion engine and / or the target torque for the electric machine can be tailored to the driver's request and thus a particularly high ride comfort can be achieved. By determining system efficiencies for two or more combustor-operable ratios for a plurality of internal combustion engine / electric machine output torque combinations and selecting therefrom the highest system efficiency internal combustion engine / electric machine output torque combination, and their combustion-mode operable gear ratio as the target ratio for the engine Internal combustion engine and / or the internal combustion engine output torque is output or selected as a desired torque for the internal combustion engine and / or their electric machine output torque as the desired torque for the at least one electric machine, advantageously, a high energy efficiency can be achieved.

For example, internal combustion engine / electric machine output torque combinations may be provided, in particular generated or calculated, for at least three, possibly all, gear stages which can be operated by combustion engines.

As an alternative to a speed-dependent desired gear determination, internal combustion engine / electric machine output torque combinations can also be provided and / or calculated on the basis of the driver's desired output torque for at least two, for example at least three, optionally all, electrically operable gear stages (gears) their system efficiencies are then determined accordingly and included in the selection of the internal combustion engine / electric machine output torque combination with the highest system efficiency, of the internal combustion engine / electric machine output torque combination with the highest system efficiency in addition the electrically operable gear ratio (a certain gear) as a nominal gear ratio (as a specific target gear) for the at least one electric machine is output.

• - für ein kombiniertes verbrennungskraftmaschinelles und elektromaschinelles Fahren, und/oder
• - für ein rein verbrennungskraftmaschinelles Fahren, und/oder
• - für ein rein elektromaschinelles Fahren, und/oder
• - für eine verbrennungskraftmaschinelle Lastpunktabsenkung, insbesondere mit einem reduzierten Verbrennungskraftmaschinen-Abtriebsmoment und einem um den Betrag des reduzierten Verbrennungskraftmaschinen-Abtriebsmomentes erhöhten Elektromaschinen-Abtriebsmoment, und/oder
• - für eine verbrennungsmaschinelle Lastpunktanhebung, insbesondere mit einem negativen Elektromaschinen-Abtriebsmoment und einem um den Betrag des negativen Elektromaschinen-Abtriebsmomentes erhöhten Verbrennungskraftmaschinen-Abtriebsmoment,

bereitgestellt, insbesondere erzeugt und/oder berechnet, und deren Systemwirkungsgrade bestimmt und bei der Auswahl der Verbrennungskraftmaschinen-/Elektromaschinen-Abtriebsmoment-Kombination mit dem höchsten Systemwirkungsgrad entsprechend mit einbezogen werden.Combustion engine / electric machine output torque combinations may, for example, in particular for at least two, for example at least three, possibly all, combustion-mechanically and / or electromechanically operable grades:

• for combined combustion engine and electro-mechanical driving, and / or
• for purely combustion engine driving, and / or
• for a purely electromechanical driving, and / or
• for a Verbrennungskraftmaschinelle load point reduction, in particular with a reduced internal combustion engine output torque and increased by the amount of the reduced internal combustion engine output torque electric machine output torque, and / or
• for an internal combustion engine load point increase, in particular with a negative electric machine output torque and an increased internal combustion engine output torque by the amount of the negative electric machine output torque,

provided, in particular generated and / or calculated, and their system efficiencies determined and included in the selection of the internal combustion engine / electric machine output torque combination with the highest system efficiency accordingly.

ermittelt werden, wobei η_VKM dem Verbrennungskraftmaschinen-Wirkungsgrad, beispielsweise aus einer Verbrennungskraftmaschinen-Wirkungsgrad-Tabelle, entspricht.For example, the system efficiency for pure-combustion engine driving may be based on the formula: $${\eta }_{Sys.VKM-FaHren}={\eta }_{VKM}$$

be determined, where η _VKM the internal combustion engine efficiency, for example, from an internal combustion engine efficiency table corresponds.

ermittelt werden, wobei η_EM dem Elektromaschinen-Wirkungsgrad, beispielsweise aus einer Elektromaschinen-Wirkungsgrad-Tabelle, und $\overline{\eta L}$

dem mittleren Lade-Wirkungsgrades eines elektrischen Energiespeichers, beispielsweise einer Batterie, entspricht.The system efficiency for purely electric machine driving can be based, for example, on the formula: $${\eta }_{Sys.e-FaHren}={\eta }_{eM}\cdot \overline{\eta L}$$

be determined, where η _EM the electric machine efficiency, for example, from an electric machine efficiency table, and $\overline{\eta L}$

the average charging efficiency of an electrical energy storage, such as a battery corresponds.

ermittelt werden, wobei proz_VKM dem prozentuellen Anteil der Verbrennungskraftmaschine, proz_EM dem prozentuellen Anteil der Elektromaschine, η_VKM dem Verbrennungskraftmaschinen-Wirkungsgrad, beispielsweise aus einer Verbrennungskraftmaschinen-Wirkungsgrad-Tabelle, η_EM dem Elektromaschinen-Wirkungsgrad, beispielsweise aus einer Elektromaschinen-Wirkungsgrad-Tabelle, und $\overline{\eta L}$

dem mittleren Lade-Wirkungsgrad eines elektrischen Energiespeichers, beispielsweise einer Batterie, entspricht und wobei $$pro{z}_{EM}=1-pro{z}_{VKM}$$

und $$pro{z}_{VKM}=M_{VKM}\cdot \frac{i\left(Gangstuf{e}_{VKM}\right)}{M_{FW}}$$

ist, und wobei dann
M_VKM das Verbrennungskraftmaschinen-Abtriebsmoment,
i(Gangstufe_VKM) die verbrennungskraftmaschinell bedienbare Gangstufe, und M_FW das Fahrerwunschabtriebsmoment beziehungsweise das Sollabtriebsmoment ist.For example, the system efficiency for a combustion engine loadpoint boost may be based on the formula: $${\eta }_{Sys.LP+VKM}=prO{z}_{VKM}\cdot {\eta }_{VKM}+prO{z}_{eM}\cdot {\eta }_{eM}\cdot \overline{\eta L}$$

where percent _{VKM is} the percentage of internal combustion engine, percent _{EM is} the percentage of electrical machine, η _{VKM is} internal combustion engine efficiency, for example from an internal combustion engine efficiency table, η _{EM is} electrical machine efficiency, for example from an electric machine efficiency Table, and $\overline{\eta L}$

the mean charging efficiency of an electrical energy storage device, such as a battery, and corresponds $$prO{z}_{eM}=1-prO{z}_{VKM}$$

and $$prO{z}_{VKM}=M_{VKM}\cdot \frac{i\left(GanGstuf{e}_{VKM}\right)}{M_{FW}}$$

is, and then
M _VKM the internal combustion engine output torque,
i (gear stage _VKM ) is the combustion-mode operable gear stage, and M _{FW is} the driver's desired output torque and the target output torque, respectively.

ermittelt werden, wobei proz_VKM dem prozentuellen Anteil der Verbrennungskraftmaschine, η_VKM dem Verbrennungskraftmaschinen-Wirkungsgrad, beispielsweise aus einer Verbrennungskraftmaschinen-Wirkungsgrad-Tabelle, η_EM dem Elektromaschinen-Wirkungsgrad, beispielsweise aus einer Elektromaschinen-Wirkungsgrad-Tabelle, und $\overline{\eta E}$

dem mittleren Entlade-Wirkungsgrad eines elektrischen Energiespeichers, beispielsweise einer Batterie, entspricht und wobei $$pro{z}_{VKM}=M_{VKM}\cdot \frac{i\left(Gangstuf{e}_{VKM}\right)}{M_{FW}}$$

ist, und wobei dann
M_VKM das Verbrennungskraftmaschinen-Abtriebsmoment,
i(Gangstufe_VKM) die verbrennungskraftmaschinell bedienbare Gangstufe, und M_FW das Fahrerwunschabtriebsmoment beziehungsweise das Sollabtriebsmoment ist.For example, system efficiency for a combustion engine load point reduction may be based on the formula: $${\eta }_{Sys.LP-VKM}=\frac{1}{prO{z}_{VKM}}\cdot {\eta }_{VKM}+\left(1-\frac{1}{prO{z}_{VKM}}\right)\cdot {\eta }_{VKM}\cdot {\eta }_{eM}\cdot \overline{\eta e}$$

be determined, where proz _VKM the percentage of the internal combustion engine, η _VKM the internal combustion engine efficiency, for example, from an internal combustion engine efficiency table, η _EM the electric machine efficiency, for example from an electric machine efficiency table, and $\overline{\eta e}$

the average discharge efficiency of an electrical energy storage device, such as a battery, and corresponds $$prO{z}_{VKM}=M_{VKM}\cdot \frac{i\left(GanGstuf{e}_{VKM}\right)}{M_{FW}}$$

is, and then
M _VKM the internal combustion engine output torque,
i (gear stage _VKM ) is the combustion-mode operable gear stage, and M _{FW is} the driver's desired output torque and the target output torque, respectively.

Within the scope of a further embodiment, in particular (also) the internal combustion engine / electric machine output torque combinations for a combustion engine load point reduction, in particular with a reduced internal combustion engine output torque and an electric machine output torque increased by the amount of the reduced internal combustion engine output torque, are provided, in particular generated and / or calculates, and (also) determines their system efficiencies and includes them in the selection of the engine / electric machine output torque combination with the highest system efficiency. Thus, unlike conventional load point shifts, which are combustion engine load point elevations and which have negative output electric machine output and increased output engine torque by the amount of negative output electric machine torque, others - and others, for example - are passed through the system feasible efficiencies are taken into account. Thus, in particular - compared with usually lower than 40% efficiencies of internal combustion engines - also significantly higher efficiencies of electric machines, which can be over 90% to close to 100% in operation, taken into account in conventional load point shifts, especially at Verbrennungskraftmaschinelle load point increases accordingly. In this way, the energy efficiency that can be achieved by the system can be better utilized.

For example, in the case of the combustion engine load point reduction, the engine output torque with respect to, for example, optimum operating load in the case of pure combustion engine driving, may be reduced by a corresponding amount. If appropriate, the electric machine output torque can then be increased until reaching a maximum load of the at least one electric machine determined in particular.

In the context of a further embodiment, furthermore, internal combustion engine / electric machine output torque combinations for an internal combustion engine load increase point, in particular with a negative electric machine output torque and a by the amount of negative electric machine output torque provided increased engine output torque, in particular generated and / or calculated, and also their system efficiencies are determined and then included in the selection of the internal combustion engine / electric machine output torque combination with the highest system efficiency. This way, the energy efficiency that can be achieved by the system can be better exploited.

For example, in the case of the combustion engine load increase, the engine output torque may be increased from, for example, optimum operating load in pure combustion engine driving, in particular, by the amount of negative electric machine output torque, for example, to reach a particular maximum load of the internal combustion engine.

In principle, the determination of the system efficiencies of the internal combustion engine / electric machine output torque combinations can be done both statically and dynamically.

In a further embodiment, however, the system efficiencies of the internal combustion engine / electric machine output torque combinations are calculated dynamically. Thus, a higher efficiency, in particular as by a static determination, can be achieved.

Within the scope of a further embodiment, a system efficiency map, in particular a dynamic system efficiency map, is generated for the internal combustion engine / electric machine output torque combinations. Thus, a higher efficiency can be achieved, in particular as a result of a determination by means of static characteristic maps.

• - mindestens einer Drehzahl der mindestens einen Elektromaschine, und/oder
• - von Synchrondrehzahlen der Verbrennungskraftmaschine, und/oder
• - von, insbesondere hinterlegten, beispielsweise drehzahlabhängigen, Elektromaschinen-Wirkungsgradkennfeldern, und/oder
• - von, insbesondere hinterlegten, beispielsweise drehzahlabhängigen, Verbrennungskraftmaschinen-Wirkungsgradkennfeldern, und/oder
• - von mindestens einem mittleren Wirkungsgrad, beispielsweise einem mittleren Lade-Wirkungsgrad und/oder einem mittleren Entlade-Wirkungsgrad, eines elektrischen Energiespeichers, zum Beispiel einer Batterie,

bestimmt, insbesondere berechnet.Within the scope of a further embodiment, the system efficiency or the system efficiencies are respectively included with:

• - At least one speed of the at least one electric machine, and / or
• - Of synchronous speeds of the internal combustion engine, and / or
• - Of, in particular stored, for example, speed-dependent, electric machine efficiency maps, and / or
• - Of, in particular deposited, for example, speed-dependent, internal combustion engine efficiency maps, and / or
• at least one average efficiency, for example a mean charging efficiency and / or an average discharge efficiency, of an electrical energy store, for example a battery,

determined, in particular calculated.

For example, for the internal combustion engine / electric machine output torque combinations, the system efficiency can be determined or the system efficiency map can be generated by using in each case on the basis of the respective electric machine output torque and the speed of the at least one electric machine by means of a, in particular stored, for example speed-dependent, Electric machine efficiency map at least one electric machine efficiency table and based on the respective internal combustion engine output torque and the synchronous speeds of the internal combustion engine by means of one, in particular stored, in particular speed-dependent, internal combustion engine efficiency map generates an internal combustion engine efficiency table and each based on the at least one electric machine efficiency table and the Combustion engine efficiency table, in particular including of average efficiencies, such as a mean charge efficiency and a mean discharge efficiency, an electrical energy storage, such as a battery, the system efficiency for the respective internal combustion engine / electric machine output torque combination calculated or their system efficiency map is generated.

In a further embodiment, the selection of the internal combustion engine / electric machine output torque combination with the highest system efficiency is performed in real time. In this way, the system can be optimally adjusted to changing driving situations, thereby achieving particularly high energy efficiency and particularly high driving comfort.

In a further embodiment, the driver's desired output torque from the speed of the vehicle and a switching element position, for example, a pedal position, for example accelerator pedal position, one of the driver of the vehicle operable switching element, such as pedals, for example, accelerator pedal determined. In particular, the driver's desired output torque can only be determined from the speed of the vehicle and an accelerator pedal position of an accelerator pedal that can be operated by the driver of the vehicle.

The aforementioned disadvantages are therefore avoided and corresponding advantages are achieved.

• 1 in einem schematischen Querschnitt eine exemplarische Ausgestaltung eines Hybridantriebssystems, welches mittels eines erfindungsgemäßen Verfahrens betrieben werden kann,
• 2 in einem schematischen Flussdiagramm eine Ausgestaltung eines erfindungsgemäßen Verfahrens,
• 3 in einem schematischen Flussdiagramm eine spezielle Ausgestaltung der in 2 dargestellten Ausgestaltung eines erfindungsgemäßen Verfahrens,
• 4 bis 8 exemplarische Systemwirkungsgradkennfeldern zur Veranschaulichung der in 2 und 3 illustrierten Ausgestaltungen eines erfindungsgemäßen Verfahrens, und
• 9 in einer Reihe von Graphen die Ergebnisse einer Simulation eines gemäß einer Ausgestaltung des erfindungsgemäßen Verfahrens betriebenen Hybridantriebssystems bei einer Beschleunigung von 30 km/h auf 50 km/h.

There are now a variety of ways to design the inventive method in an advantageous manner and further. For this purpose, reference may first be made to the claims subordinate to claim 1. In the following, some preferred embodiments of the method according to the invention are explained in more detail with reference to the drawing and the associated description. In the drawing shows:

• 1 2 shows a schematic cross-section of an exemplary embodiment of a hybrid drive system which can be operated by means of a method according to the invention,
• 2 in a schematic flow diagram, an embodiment of a method according to the invention,
• 3 in a schematic flow diagram, a special embodiment of the in 2 illustrated embodiment of a method according to the invention,
• 4 to 8th exemplary system efficiency maps for illustrating the in 2 and 3 illustrated embodiments of a method according to the invention, and
• 9 in a series of graphs, the results of a simulation of a powered according to one embodiment of the method according to the invention hybrid drive system at an acceleration of 30 km / h to 50 km / h.

In 1 an embodiment of a hybrid drive system of a vehicle is shown as an example, which can be operated with a method according to the invention.

1 shows that the hybrid drive system is an internal combustion engine VKM , an electric machine EM as well as a multi-speed transmission 10 with six G1 _VKM , G2 _VKM , G3 _VKM , G4 _VKM , G5 _VKM , G6 _VKM and two electrically operated gear stages G1 _EM . G2 _EM having. In this case, the gearbox 10 a first gear unit 1a and a second transmission unit 1b on. The electric machine EM is doing with a transmission input shaft 2a the first gear unit 1a rotationally connected or connectable. The internal combustion engine VKM is doing with a transmission input shaft 2 B the second gear unit 1b rotationally connected or connectable. In this case, the transmission input shafts of the first and second gear unit 1a respectively. 1b by a coupling element K1 rotationally connectable with each other.

The first gear unit 1a has two gears G1 _EM / G1 _VKM , G2 _EM / G4 _VKM and the second gear unit 1b four gear ratios G2 _VKM , G3 _VKM , G5 _VKM , G6 _VKM on, with the two gear ratios G1 _EM / G1 _VKM , G2 _EM / G4 _{VKM of} the first gear unit 1a both from the electric machine EM as well as by a coupling of the second transmission input shaft 2 B to the first transmission input shaft 2a by means of the coupling element K1 from the internal combustion engine VKM are operable or drivable. Overall, therefore, including four further combustion-machine operable gear stages G2 _VKM , G3 _VKM , G5 _VKM , G6 _{VKM of} the second gear unit 1b - six gear ratios G1 _VKM , G2 _VKM , G3 _VKM , G4 _VKM , G5 _VKM , G6 _VKM from the internal combustion engine VKM operable or drivable.

Via a coupling element k 1a can thereby the transmission input shaft 2a the first gear unit 1a each with one of the electromechanical and Verbrennungskraftmaschinell operable grades G1 _EM / G1 _VKM , G2 _EM / G4 _VKM rotary effective connected. Through the coupling elements k 1b . k 1b ' can the transmission input shaft 2 B the second gear unit 1b with the internal combustion engine operable gear stages G2 _VKM , G3 _VKM , G5 _VKM , G6 _VKM the second gear unit 1b be connected in rotation.

The gears G1 _EM / G1 _VKM , G2 _VKM , G3 _VKM , G2 _EM / G4 _VKM , G5 _VKM , G6 _{VKM of} the first 1a and second 1b gear unit are doing a common transmission output shaft 3 assigned. Here are the gear ratios G1 _EM / G1 _VKM , G2 _VKM , G3 _VKM , G2 _EM / G4 _VKM , G5 _VKM , G6 _VKM each a gear stage drive gear in the form of a loose wheel on the respective transmission input shaft 2a respectively. 2 B and a speed gear output gear in the form of a fixed gear on the transmission output shaft 3 on. Furthermore, the Transmission output shaft 3 with a differential drive gear 4 , in particular in the form of a fixed wheel, fitted in a differential gear 5 a wheel drive axle 6 intervenes.

2 illustrates in a schematic flow diagram an embodiment of a method according to the invention.

2 shows that in one process step 100 depending on the speed v of the vehicle, in particular directly, a desired gear GSoll _EM (a nominal gear) for an electric machine EM can be determined and issued or selected. For the speed-dependent determination of the nominal gear ratio GSoll _EM for the electric machine EM can in particular to the efficiency map of the electric machine EM adjusted speed limits are used. Different speed limit values can be set for an upshift and a downshift.

2 illustrates that the speed limit for increasing the target gear, for example, upshifting from the first electrically operable gear G1 _EM (= G1 _VKM ) in the second electrically operable gear G2 _EM (= G4 _VKM ) higher than the speed limit for reducing the target gear, for example, to downshift from the second electrically operable gear stage G2 _EM in the first electrically operated gear stage G1 _EM , can be. With a reduction in speed, the electric machine can be operated as a generator for longer and thus the energy efficiency of the system can be further increased.

2 further illustrates that in one process step 110 , for example, only from the speed v the vehicle and a switching element position FPS , For example, a pedal position, for example, an accelerator pedal position, an operable by the driver of the vehicle switching element, such as pedals, for example, accelerator pedal, a driver's desired output torque M _FW can be determined. This can in particular by means of a speed-dependent output torque map, for example based on a dependence of a maximum output torque M _{max of} the hybrid drive system of the speed v of the vehicle. In this case, for example, by the accelerator pedal position, a percentage of the speed v the vehicle maximum output torque of the hybrid drive system, in particular by means of the speed-dependent output torque map, and determined as the driver output torque M _FW be determined.

und/oder eines mittleren Entlade-Wirkungsgrad $\overline{{\eta }_E},$

, eines elektrischen Energiespeichers, beispielsweise einer Batterie, Systemwirkungsgrade, insbesondere durch Erzeugen eines dynamischen Systemwirkungsgradkennfeldes, bestimmt und mittels einer Bestpunktauswahl, insbesondere in Echtzeit, die Sollgangstufe, beispielsweise der Sollgang, G_SollVKM für die Verbrennungskraftmaschine VKM, das Sollmoment MSoll_VKM für die Verbrennungskraftmaschine VKM und das Sollmoment MSoll_EM für die Elektromaschine EM ausgegeben bzw. ermittelt und/oder ausgewählt werden. 2 further illustrates that in one process step 120 on the basis of the driver's desired output torque M _FW including the speed _EM the electric machine EM , of synchronous speeds n _VKM the internal combustion engine VKM , of efficiency maps Kη _EM . Kη _VKM , in particular electrical machine efficiency maps Kη _EM and internal combustion engine efficiency maps Kη _VKM , and medium efficiencies, for example, a mean charging efficiency $\overline{{\eta }_L}$

and / or a medium discharge efficiency $\overline{{\eta }_e}.$

, an electrical energy storage, such as a battery, system efficiencies, in particular by generating a dynamic system efficiency map, determined and by means of a Bestpunktauswahl, in particular in real time, the target gear, for example, the target gear, G _SollVKM for the internal combustion engine VKM , the target torque MSoll _VKM for the internal combustion engine VKM and the desired torque MSoll _EM for the electric machine EM issued or determined and / or selected.

3 shows a special embodiment of in 2 illustrated embodiment of a method according to the invention and illustrates that method step 120 the process steps 121 . 122a . 122b . 123 and 124 may include.

3 shows that in process step 121 on the basis of the driver's desired output torque M _FW for at least two, possibly for all, internal combustion engine operated or drivable gear stages G _VKM a plurality of internal combustion engine / electric machine output torque combinations M _VKM M _{EM are} generated or calculated, in which the driver's desired output torque M _FW each in an internal combustion engine output torque M _VKM and an electric machine output torque M _EM is split. In addition to internal combustion engine / electric machine output torque combinations M _VKM M _EM for purely combustion engine driving, for purely electro-mechanical driving and for combustion engine load point elevations, also internal combustion engine / electric machine output torque combinations M _VKM M _EM for combustion engine load point depressions with a reduced internal combustion engine output torque and an increased by the amount of the reduced internal combustion engine output torque electric machine output torque generated.

For example, a driver request output torque M _FW for a first combustion-operable gear stage, as illustrated in the following table, each in an engine output torque M _VKM and an electric machine output torque M _EM split and in this way internal combustion engine / electric machine output torque combinations M _VKM M _EM be generated. Table 1: Exemplary distribution of a driver input output torque in internal combustion engine / electric machine output torque combinations for a first combustible-operable or driveable gear stage M _FW [Nm] M _VKM [Nm] M _EM [Nm] 79.8 79.8 0 pure combustion engine driving 79.8 0 79.8 purely electromotive driving 79.8 10 69.8 Combine Nuclear Power Machinery with Immediate Load Reduction 79.8 ... ... use of power steering and load lowering 79.8 70 9.8 Combine Nuclear Power Machinery with Immediate Load Reduction 79.8 80 -0.2 combustion engine load increase 79.8 90 -10.2 combustion engine load increase 79.8 ... ... combustion engine load increase 79.8 180 -100.2 combustion engine load increase

For the further combustion-mechanically operable or driveable gear stages, analogue internal combustion engine / electric machine output torque combinations can be used M _VKM M _EM be generated.

From the electric machine output torques M _EM Internal combustion engine / electric machine output torque combinations M _VKM M _EM the respective Verbrennungskraftmaschinell operable or driveable gear stages G _VKM and the speed _EM the electric machine EM can then in one step 122a by means of an electric machine efficiency map Kη _EM Electric machine efficiency tables η _{EM are} created.

From the internal combustion engine output torques M _VKM Internal combustion engine / electric machine output torque combinations M _VKM M _EM the respective Verbrennungskraftmaschinell operable grades G _VKM and the synchronous speeds n _VKM the internal combustion engine VKM can then in one step 122b By means of an internal combustion engine efficiency map Kη _VKM internal combustion engine efficiency tables η _{VKM be} created.

und eines mittleren Entlade-Wirkungsgrades $\overline{{\eta }_E},$

, eines elektrischen Energiespeichers, beispielsweise einer Batterie, der Systemwirkungsgrad η_Sys für die jeweilige Verbrennungskraftmaschinen-/Elektromaschinen-Abtriebsmoment-Kombination M_VKMM_EM berechnet und ein, insbesondere dynamisches, Systemwirkungsgradkennfeld Kη_Sys erzeugt. Derartige, insbesondere dynamische, Systemwirkungsgradfelder Kη_Sys sind in 4 bis 8 dargestellt und werden im folgenden auch noch näher erläutert.In one process step 123 is then on the basis of the electric machine efficiency tables η _EM and the internal combustion engine efficiency tables η _EM , including average efficiencies, in particular a mean charging efficiency $\overline{{\eta }_L}$

and a medium discharge efficiency $\overline{{\eta }_e}.$

, an electrical energy storage, such as a battery, the system efficiency η _sys calculated for the respective internal combustion engine / electric machine output torque combination M _VKM M _EM and a, in particular dynamic, system efficiency map Kη _Sys generated. Such, in particular dynamic, system efficiency fields Kη _Sys are in 4 to 8th and will be explained in more detail below.

From the generated system efficiency map Kη _Sys Then, in a step 124, the internal combustion engine / electric machine output torque combination M _VKM M _EM with the highest system efficiency η _{Sys, max} selected and whose Brennennungskraftmaschinell operable or driveable gear stage as a target gear ratio (target gear) G _SollVKM for the internal combustion engine VKM , whose internal combustion engine output torque M _VKM as desired torque MSOll _VKM for the internal combustion engine VKM and their electric machine output torque M _EM as desired torque MSOll _EM for the electric machine EM issued or selected.

The 4 to 8th show exemplary, in particular dynamic, system efficiency maps Kη _Sys and serve to illustrate the in 2 and 3 Illustrated embodiments of a method according to the invention. On the x-axis are the electric machine output torques M _EM [in Nm] and on the y-axis the engine output torque M _VKM [in Nm] of internal combustion engine / electric machine output torque combinations M _VKM M _EM for combustion-mechanically operable or driveable gear stages G1 _VKM , G2 _VKM , G3 _VKM , represented G5 _VKM , G6 _VKM . Due to the distribution of the driver's desired output torque M _FW in discrete internal combustion engine / electric machine output torque combinations M _VKM M _EM (see Table 1) is in the respective system efficiency map Kη _Sys for each gear stage G1 _VKM , G2 _VKM , G3 _VKM , G5 _VKM , G6 _VKM a sequence of points is shown, where the height of their system efficiency is indicated here by the gray levels (or by the "color") of the individual points.

This in 4 illustrated system efficiency map Kη _Sys was for a vehicle speed v of 60 km / h, a driver's desired output torque M _FW of 500 Nm and a speed-dependent, first electrically operated gear stage G1 _EM as a nominal gear GSoll _EM for the electric machine EM and a speed _EM the electric machine EM created by 5058 rpm.

In 4 FIG. 12 illustrates the dashed vertical line intersecting the x-axis at 0, internal combustion engine / electric machine output torque combinations M _VKM M _EM for pure combustion engine driving F _VKM , Whereas the point F _EM on the x-axis on an internal combustion engine / electric machine output torque combination M _VKM M _EM for purely electromechanical driving F _EM based.

The one with LP- _VKM Dotted double arrow illustrates internal combustion engine / electric machine output torque combinations M _VKM M _EM for combustion engine load point depressions which, in particular with respect to, for example, an optimal, operating load in a purely combustion engine driving F _VKM , reduced internal combustion engine output torque M _VKM-x and increased by the amount x of the reduced internal combustion engine output torque M _VKM-x increased electric machine output torque M _{EM + x} .

The one with LP + _VKM Dotted double arrow illustrates internal combustion engine / electric machine output torque combinations M _VKM M _EM for combustion engine load increases, which is a negative electric machine output torque - M _EM and one by the amount y of the negative electric machine output torque - M _EM increased internal combustion engine output torque M have _{VKM + y} . In this case, the internal combustion engine output torque M _VKM in particular on the basis of, for example, an optimum, operating load in a purely combustion engine driving F _VKM by the amount y of the negative electric machine output torque - M _EM increase.

In the in 4 For example, the bordered point is the one with the highest system efficiency η _{Sys, max} , for example, of 36.4%. In the in 4 The example shown is the bordered point with the highest system efficiency η _{Sys, max} Part of the point sequence of the fifth gear G5 _VKM and has an x-coordinate of 0 Nm and thus an electric machine output torque M _EM of 0 Nm and a y-coordinate of 150 Nm and thus an internal combustion engine output torque M _VKM of 150 Nm, which is why in this example, the fifth gear G5 _VKM as a target gear G _GVM for the internal combustion engine VKM , 150 Nm as nominal torque MSOll _VKM for the internal combustion engine VKM and 0 Nm as target torque MSoll _EM would be output for the electric machine EM, which corresponds to a purely internal combustion engine driving.

This in 5 illustrated system efficiency map Kη _Sys was for a vehicle speed v of 30 km / h, a driver's desired output torque M _FW of 45 Nm and a speed-dependent, the first electrically operated gear stage G1 _EM as a nominal gear GSoll _EM for the electric machine EM and a speed _EM the electric machine EM created by 2529 rpm.

In the in 5 As shown, the bordered point is the one with the highest system efficiency n _{Sys, max} , for example 28.4%. In the in 5 The example shown is the bordered point with the highest system efficiency η _{Sys, max} Part of the sequence of points of the second gear G2 _VKM and has an x-coordinate of -80 Nm and thus an electric machine output torque - M _EM from -80 Nm and a y-coordinate of 110 Nm and thus an internal combustion engine output torque M _VKM of 110 Nm, which is why in this example the second gear G2 _VKM as the target gear G _GVM for the internal combustion engine VKM . 110 Nm as target torque MSOll _VKM for the internal combustion engine VKM and -80 Nm as set torque MSoll _EM for the electric machine EM output, which corresponds to a combustion engine load increase.

This in 6 illustrated system efficiency map Kη _Sys was for a vehicle speed v of 30 km / h, a driver's desired output torque M _FW of 1000 Nm and a speed-dependent determined, first electrically operated gear stage G1 _EM as a nominal gear GSoll _EM for the electric machine EM and a speed _EM the electric machine EM created by 2529 rpm.

In the in 6 For example, the bordered point is the one with the highest system efficiency n _{Sys, max} , for example, of 37.1%. In the in 6 The example shown is the bordered point with the highest system efficiency η _{Sys, max} Part of the point sequence of the second gear G2 _VKM and has an x-coordinate of 0 Nm and thus an electric machine output torque M _EM of 0 Nm and a y-coordinate of 130 Nm and thus an internal combustion engine output torque M _VKM of 130 Nm, which is why in this example the second gear G2 _VKM as the target gear G _GVM for the internal combustion engine VKM , 130 Nm as nominal torque MSOll _VKM for the internal combustion engine VKM and 0 Nm as target torque MSoll _EM would be output for the electric machine EM, which corresponds to a purely internal combustion engine driving.

The synopsis of 5 and 6 shows that at the same vehicle speed v , here 30 km / h, the driver's desired output torque M _FW , here 45 Nm or 1000 Nm, the highest system efficiency n _{Sys, max} , namely 28.4% and 37.1%, and the target torque MSOll _VKM for the internal combustion engine VKM , namely 110 Nm or 130 Nm, and the target torque MSoll _EM for the electric machine EM, namely -80 Nm or 0 Nm, and in particular the operation of the system, namely the combustion engine load increase or the purely internal combustion engine driving influenced.

This in 7 illustrated system efficiency map Kη _Sys was for a vehicle speed v of 50 km / hm, a driver's desired output torque M _FW of 45 Nm and a speed-dependent, the first electrically operated gear stage G1 _EM as a nominal gear GSoll _EM for the electric machine EM and a speed _EM the electric machine EM created by 4215 rpm.

In the in 7 For example, the bordered point is the one with the highest system efficiency η _{Sys, max} , for example, of 28.6%. In the in 7 The example shown is the bordered point with the highest system efficiency η _{Sys, max} Part of the point sequence of the fifth gear G5 _VKM and has an x-coordinate of -35 Nm and thus an electric machine output torque - M _EM of -35 Nm and a y-coordinate of 110 Nm and thus an internal combustion engine output torque M _VKM of 110 Nm, which is why in this example, the fifth gear G5 _VKM as a target gear G _GVM for the internal combustion engine VKM . 110 Nm as target torque MSOll _VKM for the internal combustion engine VKM and -35 Nm as desired torque MSoll _EM for the electric machine EM output, which corresponds to a combustion engine load increase.

The synopsis of 5 and 7 shows that already at slightly different vehicle speed v , here 30 km / h or 50 km / h, and the same driver output torque M _FW , here 45 Nm, different target gear ratios, namely the second gear G2 _VKM or the fifth gear G5 _VKM , the highest system efficiency η _{Sys, max} namely 28.4% and 28.6%, respectively.

This in 8th illustrated system efficiency map Kη _Sys was for a so-called "kickdown" by a driver request output torque M _FW of 1766 Nm at a vehicle speed v of 50 km / h and a speed-dependent determined, first electrically operated gear stage G1 _EM as a nominal gear GSoll _EM for the electric machine EM and a speed _EM the electric machine EM created by 4215 rpm.

In the in 8th As shown, the bordered point is the one with the highest system efficiency n _{Sys, max} , for example 35.5%. In the in 8th The example shown is the bordered point with the highest system efficiency η _{Sys, max} Part of the point sequence of the first gear G1 _VKM and has an x-coordinate of 30 Nm and thus an electric machine output torque M _EM of 30 Nm and one y-coordinate of 150 Nm and thus an internal combustion engine output torque M _VKM of 150 Nm, which is why in this example the first gear G1 _VKM as a target gear G _GVM for the internal combustion engine VKM , 150 Nm as nominal torque MSOll _VKM for the internal combustion engine VKM and 30 Nm as the desired torque MSOll _EM for the electric machine EM output, which corresponds to a combustion engine load point reduction.

8th shows that in some driving situations, such as in a 8th represented "kickdown", and, for example, full load gear stage changes (not shown), a hybrid drive system can be operated by a combustion engine load point reduction energy-efficient.

9 shows a series of superimposed graphs, which should illustrate the results of a simulation of operated according to an embodiment of the method according to the invention hybrid drive system at an acceleration of 30 km / h to 50 km / h.

9 shows that in a first phase I at a constant speed of 30 km / h in the context of 5 explained setpoint values, namely the second gear G2 _VKM as a target gear G _GVM for the internal combustion engine VKM . 110 Nm as target torque MSOll _VKM for the internal combustion engine VKM and -80 Nm as the desired torque MSOll _EM for the electric machine EM and thus an IC load increase is the most energy efficient.

If the driver now changes the driver's desired output torque from 45 Nm to 1000 Nm in a second phase II by pressing the accelerator pedal and accelerates from 30 km / h to 50 km / h in a third phase III, the third in phase III from 6 explained setpoint values, namely the second gear G2 _VKM as a target gear G _GVM for the internal combustion engine VKM , 130 Nm as nominal torque MSOll _VKM for the internal combustion engine VKM and 0 Nm as the desired torque MSOll _EM for the electric machine EM and thus a purely combustion engine driving most energy efficient.

If, in a fourth phase IV, the driver now changes the driver's desired output torque again from 1000 Nm to 45 Nm and maintains a speed of 50 km / h in a fifth phase V ', V, in the fifth phase V ', V in the context of 7 explained setpoint values, namely the fifth gear G5 _VKM as a target gear G _GVM for the internal combustion engine VKM . 110 Nm as desired torque MSOll _VKM for the internal combustion engine VKM and -35 Nm as desired torque MSOll _EM for the electric machine EM and thus again the most energy-efficient combustion point load increase. To achieve this is the internal combustion engine VKM in an intermediate phase V 'of the fifth phase V', V is switched from the second gear G2 _VKM in the fifth gear G5 _VKM .

The method for controlling and / or regulating a hybrid drive train of a vehicle, in particular of a motor vehicle, is realized in particular by means of an electric and / or electronic control device, not shown here in the figures, which in particular also has microprocessing.

LIST OF REFERENCE NUMBERS

VKM

Internal combustion engine

EM

electric machine

G _VKM

Combustion-mechanically operable gear stage

G1 _VKM -G6 _VKM

first to sixth combustion-powered machine speed

G _EM

Electronically operated gear stage

G1 _EM , G2 _EM

first and second electrically operated gear stage

10

Multispeed gear system

1a

first gear unit of the multi-speed transmission

1b

second gear unit of the multi-speed transmission

2a

Transmission input shaft of the first gear unit

2 B

Transmission input shaft of the second gear unit

K1

Coupling element for the rotationally effective connection of the transmission input shafts of the first and second gear unit

k 1a

Coupling element for the rotationally effective connection of the transmission input shaft of the first gear unit and electromechanical and Verbrennungskraftmaschinell operable grades of the first gear unit

K1b, K1b '

Coupling element for the rotationally effective connection of the transmission input shaft of the second transmission unit and combustion-mechanically operable gear stages of the second transmission unit

3

Transmission output shaft of the multi-speed transmission

4

Differential drive gear

5

differential gear

6

Radantriebsachse

7

vehicle wheels

v

vehicle speed

FPS

Accelerator pedal position

M _FW

Driver's desired output torque

M _VKM M _EM

Verbrennungskraftmaschinen- / electric machine output torque combination

M _VKM

Internal combustion engine output torque

M _EM

Electric machine output torque

η _sys

System efficiency

Kη _Sys

System efficiency map

η _{Sys, max}

highest system efficiency

GSoll _EM

Nominal gear stage for the electric machine

GSoll _VKM

Target gear for the internal combustion engine

MSOll _EM

Target torque for the electric machine

MSOll _VKM

Target torque for the internal combustion engine

_EM

Speed of the electric machine

n _VKM

Synchronous speeds of the internal combustion engine

Kη _EM

Electric machine efficiency map

Kη _VKM

Internal combustion engine efficiency map

η _EM

Electric machine efficiency or table

η _VKM

Internal combustion engine efficiency or table

average charging efficiency of an electrical energy storage

average discharge efficiency of the electrical energy storage

100

Determining a nominal gear stage for an electric machine

110

Determination of a driver's desired output torque

120

Determining a desired gear and a target torque for the internal combustion engine and a target torque for the electric machine

121

Splitting the driver's desired output torque for at least two internal combustion engine operable gear stages into an internal combustion engine output torque and an electric machine output torque, respectively, to form internal combustion engine / electric machine output torque combinations

122a

Creating electric machine efficiency tables

122b

Creating internal combustion engine efficiency tables

123

Generating a system efficiency map

124

Selection of internal combustion engine / electric machine output torque combination with the highest system efficiency and output of a desired gear and a target torque for the internal combustion engine and a target torque for the electric machine

LP- _VKM

combustion engine load point reduction

LP + _VKM

combustion engine load increase

F _VKM

pure combustion engine driving

F _EM

purely electromechanical driving

Glst _EM

Actual stage of the electric machine

Glst _VKM

Actual stage of Verbrennungskraftmaschien

M _Ablst

Istabtriebsmoment

P

power

1-V

first to fifth phase

V '

Intermediate phase of the fifth phase

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 patent literature

• DE 102009022433 A1 [0003]
• WO 2008/071381 A2 [0004]

Claims (11)

Method for controlling and / or regulating a hybrid drive system of a vehicle with at least one internal combustion engine (VKM), with at least one electric machine (EM) and with at least two combustion gear operable gear stages (G1 _VKM to G6 _VKM ) and with at least two electrically operated gear stages (G1 _EM , G2 _EM ), wherein depending on the speed (v) of the vehicle, a target gear (GSoll _EM ) for the at least one electric machine (EM) is determined and selected, and / or, on the basis of a driver's desired output torque (M _FW ) (for at least two verbrennungskraftmaschinell operated gear stages G1 _VKM to G6 _VKM) a plurality of Verbrennungskraftmaschinen- / electric machine output torque combinations (M _VKM M _EM), in which the driver's desired output torque (M _FW) in each case in at least one combustion engine output torque ( M _VKM ) and at least one electric machine output torque (M _EM ) in each case a system efficiency (η _Sys ) is determined for the internal combustion engine / electric machine output torque combinations (M _VKM M _EM ), and wherein the internal combustion engine / electric machine output torque combination (M _VKM M _EM ) is selected with the highest system efficiency (η _{Sys, max} ) and its gear stage operable by combustion engine (G1 _VKM to G6 _VKM ) as desired gear stage (G _SollVKM ) for the internal combustion engine (VKM) and / or their internal combustion engine output torque (M _VKM ) as target torque (MSoll _VKM ) for the internal combustion engine (VKM) and / or their electric machine output torque / e (M _EM ) as desired torque / e (MSoll _EM ) for the at least one electric machine (EM) can be selected. Method according to Claim 1 characterized in that also internal combustion engine / electric machine output torque combinations (M _VKM M _EM ) for an internal combustion engine load point reduction (LP _VKM ) with a reduced internal combustion engine output torque (M _VKM-x ) and one by the amount (x) of the Reduced internal combustion engine output torque increased electric machine output torque (M _{EM + x} ) provided and their system efficiencies (η _Sys ) determined and in the selection of the internal combustion engine / electric machine output torque combination (M _VKM M _EM ) with the highest system efficiency (η _{Sys , max} ). Method according to Claim 2 , characterized in that in the Verbrennungskraftmaschinellen load point reduction (LP _VKM ) the internal combustion engine output torque (M _VKM ) with respect to a, in particular optimal, operating load in a purely combustion engine driving (F _VKM ), in particular by the amount (x) is reduced. Method according to one of Claims 1 to 3 , characterized in that further includes internal combustion engine / electric machine output torque combinations (M _VKM M _EM ) for an internal combustion engine load point lift (LP + _VKM ) with a negative electric machine output torque (-M _EM ) and one by the amount (y) of the negative Electric machine output torque (-M _EM ) increased combustion engine output torque (M _{VKM + y} ) provided and their system efficiencies (η _Sys ) determined and in the selection of the internal combustion engine / electric machine output torque combination (M _VKM M _EM ) with the highest System efficiency (η _{Sys, max} ) are included. Method according to Claim 4 characterized in that in the combustion engine load increase point (LP + _VKM ), the internal combustion engine output torque (M _VKM ) starting from a, in particular optimal, operating load in a purely combustion engine driving (F _VKM ), in particular by the amount (y) of the negative electric machine Output torque (-M _EM ) is increased. Method according to one of the preceding claims, characterized in that furthermore also combustion engine / electric machine output torque combinations (M _VKM M _EM ) are provided for a pure combustion engine driving (F _VKM ) and for a purely electro-mechanical driving (F _EM ) and also their System efficiencies (η _Sys ) and in the selection of the internal combustion engine / electric machine output torque combination (M _VKM M _EM ) with the highest system efficiency (η _{Sys, max} ) are included. Method according to one of the preceding claims, characterized in that the system efficiencies (η _Sys ) of the internal combustion engine / electric machine output torque combinations (M _VKM M _EM ) are dynamically calculated. Method according to one of the preceding claims, characterized in that for the internal combustion engine / electric machine output torque combinations (M _VKM M _EM ) a, in particular dynamic, system efficiency map is generated. Method according to one of the preceding claims, characterized in that the system efficiency (η _Sys ) in each case including at least one rotational speed (n _EM ) of the at least one electric machine (EM) and / or synchronous speeds (n _VKM ) of the internal combustion engine (VKM) and / or of electrical machine efficiency maps (Kη _EM ) and / or of internal combustion engine efficiency maps (Kη _VKM ) and / or of at least one average efficiency, for example average charging efficiency $\overline{{\eta }_L}$

and / or average discharge efficiency $\left(\overline{{\eta }_e}\right).$

an electrical energy store, determined, in particular calculated, is. Method according to one of the preceding claims, characterized in that the selection of the internal combustion engine / electric machine output torque combination (M _VKM M _EM ) with the highest system efficiency (η _{Sys, max} ) is performed in real time. Method according to one of the preceding claims, characterized in that the driver's desired output torque (M _FW ) from the speed (v) of the vehicle and an accelerator pedal position (FPS) of an operable by the driver of the vehicle accelerator pedal is determined.

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