DE102019203243A1 - Method and control device for operating a hybrid vehicle - Google Patents

Abstract

A method for operating a hybrid vehicle with a drive unit (1) having an internal combustion engine (2) and an electric machine (3), and with a transmission (4), the internal combustion engine (2) being coupled to an input of the transmission (4), and wherein the electric machine (3) is coupled to an output of the transmission (4) between the transmission (4) and an output (5) of the hybrid vehicle. To carry out a shift in the gearbox (4), a previously closed shift element (6) is opened and a previously opened shift element (6) is closed, with a pressure control (19) for the shift in a shift phase that precedes a speed adjustment phase of the shift The switching element (6) to be opened is reduced while reducing the torque (16) that can be transmitted by the switching element to be opened, and an overlapping pressure control (20) for the switching element (6) to be closed is increased while increasing the torque (17) that can be transmitted by the switching element to be closed becomes. To carry out the shift in the transmission (4), a differential torque (18a) on the transmission side, which is transmitted from the shifting element (6) to be closed in the direction of the output (5), is generated by the electric machine (3) at the output of the transmission (4) or at the output (5) provided torque (14) at the earliest with the beginning of the transition phase and at the latest with the beginning of the speed adjustment phase at least partially compensated.

Description

The invention relates to a method for operating a hybrid vehicle. The invention also relates to a control device for carrying out the method.

From the DE 10 2004 031 572 A1 a hybrid vehicle is known, the drive unit of which comprises an internal combustion engine and an electrical machine, the internal combustion engine being coupled to an input of the transmission, and the electrical machine being coupled to an output of the transmission between the transmission and an output. During a shifting process in the transmission, the electric motor can be operated to provide output support, the electric motor being used in particular as a generator that causes a braking torque when shifting from a higher gear stage to a lower gear stage.

The present invention now relates to a method and a control device for operating a hybrid vehicle, in which the internal combustion engine is coupled to the input of the transmission and the electric machine is coupled to the output of the transmission between the transmission and the output, for performing a shift in the transmission at least one previously closed shift element is opened and at least one previously opened shift element of the transmission is closed, specifically in parallel in terms of an overlapping shift.

When such a shift is carried out in the transmission, according to practice, the internal combustion engine provides engine intervention at the transmission input. In order to provide such an engine intervention, measures must be taken on the engine side, such as an ignition angle adjustment. This can increase the consumption of the internal combustion engine and its emissions. This is a disadvantage.

There is a need for a method and a control device for operating a hybrid vehicle in which consumption disadvantages and emissions disadvantages can be avoided.

Proceeding from this, the invention is based on the object of creating a novel method for operating a hybrid vehicle and a control device for carrying out the method.

This object is achieved by a method for operating a hybrid vehicle according to patent claim 1.

To perform a shift in the transmission, a previously closed shifting element is opened and a previously opened shifting element is closed, for this purpose, in a shifting phase that precedes a speed adjustment phase of the shifting, a pressure control for the shifting element to be opened, reducing the transferable shifting element to be transmitted Reduced torque and overlapping this increases a pressure control for the switching element to be closed while increasing the torque that can be transmitted by the switching element to be closed.

To execute the shift in the transmission, a differential torque on the transmission side, which is transmitted from the shifting element to be closed in the direction of the output, is used via the torque provided by the electrical machine at the output of the transmission or output at the earliest at the beginning of the transition phase and at the latest with Start of the speed adjustment phase at least partially compensated.

With the present invention, shifts in the transmission of the hybrid vehicle can be carried out without engine intervention by the internal combustion engine. For this purpose, the differential torque on the transmission side, which occurs in particular as a result of accelerated inertia of the transmission during the shift execution, is at least partially compensated for via the electric machine at the output of the transmission. Depending on the circuit to be carried out, the electrical machine must be operated as a motor or generator. There is no need for intervention via the internal combustion engine. Consumption advantages and emission advantages can be realized in this way.

According to a first advantageous development, a positive torque is provided at the input of the transmission by the internal combustion engine before, during and after the execution of the shift in order to carry out a pull-up shift in the transmission. With the start of the speed adjustment phase of the pull-up shift, the shift element to be opened is completely open and the shift element to be closed is closed even further. At the start of the speed adjustment phase of the train upshift, the electric machine provides a negative, generator torque at the output of the transmission or at the output of the hybrid vehicle in order to compensate for the differential torque on the transmission side. The generator torque is preferably provided by the electric machine at the output of the transmission or at the output of the hybrid vehicle until the end of the speed adjustment phase of the train upshift. The internal combustion engine preferably provides a constant positive torque at the input of the transmission before, during and after the upshift is carried out. This development of the invention allows a train upshift advantageous consumption-optimized and emission-optimized operation of the hybrid vehicle.

According to a second advantageous development of the invention, a negative torque at the input of the transmission is provided by the internal combustion engine before, during and after the execution of the shift in order to execute a thrust-upshift in the transmission, with the start of the overlap phase of the thrust-upshift from the electrical machine at the output of the transmission or at the output of the hybrid vehicle, a negative, generator torque is provided in order to compensate for the differential torque on the transmission side. The negative, generator torque is preferably provided by the electric machine at the output of the transmission or at the output of the hybrid vehicle until the end of the speed adjustment phase of the thrust-up shift. The internal combustion engine preferably provides a constant negative torque at the input of the transmission before, during and after the execution of the overrun upshift. This further development of the invention allows an advantageous consumption-optimized and emission-optimized operation of the hybrid vehicle when a thrust-upshift is carried out.

According to a third advantageous development of the invention, a negative torque is provided at the input of the transmission by the internal combustion engine before, during and after the execution of the shift in order to execute a thrust-down shift in the transmission. After the start of the overlap phase of the thrust-downshift and before the start of the speed adjustment phase of the thrust-downshift, the electric machine provides a positive motor torque at the output of the transmission or at the output of the hybrid vehicle in order to compensate for the differential torque on the transmission side. The positive motor torque is preferably provided by the electrical machine at the output of the transmission or at the output of the hybrid vehicle until the end of the speed adjustment phase of the thrust-down shift. The internal combustion engine preferably provides a constant negative torque at the input of the transmission before, during and after the execution of the thrust-down shift. This development of the invention allows an advantageous consumption-optimized and emission-optimized operation of the hybrid vehicle when a thrust / downshift is carried out.

The control device according to the invention for performing the method is defined in claim 11. The control device is set up to carry out the method according to the invention.

• 1 ein Blockschaltbild eines Hybridfahrzeugs; und
• 2 ein Zeitdiagramm zur Verdeutlichung des erfindungsgemäßen Verfahrens bei Ausführung einer Zug-Hoch-Schaltung;
• 3 ein Zeitdiagramm zur Verdeutlichung des erfindungsgemäßen Verfahrens bei Ausführung einer Schub-Hoch-Schaltung.
• 4 ein Zeitdiagramm zur Verdeutlichung des erfindungsgemäßen Verfahrens bei Ausführung einer Schub-Rück-Schaltung.

Preferred developments emerge from the subclaims and the following description. Embodiments of the invention are explained in more detail with reference to the drawing, without being restricted thereto. It shows:

• 1 a block diagram of a hybrid vehicle; and
• 2 a timing diagram to illustrate the method according to the invention when performing a train-upshift;
• 3 a time diagram to illustrate the method according to the invention when performing a thrust-up shift.
• 4th a time diagram to illustrate the method according to the invention when performing a thrust-down shift.

1 shows a highly schematic representation of a hybrid vehicle. The hybrid vehicle has a drive unit 1 which is an internal combustion engine 2 and an electric machine 3 includes. The hybrid vehicle also has a transmission 4th and a downforce 5 . The internal combustion engine 2 of the drive unit 1 is to an input of the transmission 4th coupled. The electric machine 3 of the drive unit 1 is to an output of the transmission 4th between the gearbox 4th and the downforce 5 coupled.

The gear 4th comprises several switching elements 6th , of which in 1 a switching element 6th is shown as an example. With the switching elements 6th it can be clutches or brakes or the like. To carry out a shift and thus a gear change in the transmission 4th becomes a previously closed switching element 6th opened and a previously opened switching element 6th closed.

1 also shows an electrical energy storage device 7th the hybrid vehicle with the electric machine 3 cooperates. In motor operation of the electrical machine 3 becomes the electrical energy storage 7th more discharged. In generator operation of the electrical machine 3 becomes the electrical energy storage 7th more discharged.

Also shows 1 one between the internal combustion engine 2 and the input of the transmission 4th switched starting element 8th which is in 1 is designed as a converter. This starting element 8th is optional. A gear-internal shifting element of the gearbox can also be used as a starting element 4th be used.

Operation of the transmission 4th is controlled by a transmission control unit 9 controlled and / or regulated. The operation of the internal combustion engine 2 is controlled by an engine control unit 10 and the operation of the electrical machine 3 from a hybrid control unit 11 controlled and / or regulated. To do this, swap according to the dashed arrows of the 1 the control units 9 , 10 and 11 with one another and with the components of the hybrid vehicle to be controlled and / or regulated. It is possible that the hybrid control unit 11 into the gearbox control unit 9 is integrated.

To now in the transmission 4th To carry out a shift from an actual gear to a target gear is, as already explained above, in the transmission 4th a previously closed switching element 6th opened and a previously opened switching element 6th closed. For this purpose, in an overlapping phase of the shift, which precedes a speed adjustment phase of the shift and follows a filling phase of the shift, a pressure control for the shift element to be opened 6th while reducing the amount of the switching element to be opened 6th transferable torque reduced. Overlapping this is a pressure control for the switching element to be closed 6th and the increase in the switching element to be closed 6th transferable torque increased.

One when executing the shift in the transmission 4th resulting differential torque on the transmission side, which is generated by the shift element to be closed when the shift is performed 6th towards the downforce 5 is transmitted is via a from the electrical machine 3 at the output 5 and thus at the output of the transmission 4th The moment provided is at least partially compensated in such a way that the internal combustion engine can execute the circuit 2 at the entrance of the transmission 4th no engine intervention has to be provided.

The moment the electric machine 3 this at the output of the transmission 4th and thus downforce 5 provides, can be a generator or motor torque and is released by the electrical machine at the earliest at the beginning of the overlap phase and at the latest at the beginning of the speed adjustment phase 3 at the output of the gearbox 4th and thus downforce 5 provided.

With the method according to the invention, an intervention of the internal combustion engine can accordingly be initiated 2 , which leads to consumption and emissions disadvantages, can be dispensed with.

Further details of the invention are set out below with reference to FIG 2 , 3 and 4th described for different circuit types, whereby in 2 , 3 and 4th Several curves are shown over time t.

This is how the curve shows 12 a speed that develops when the circuit is executed. The curves 13 , 14th , 15th , 16 and 17th visualize moment progress, namely the curve progression 13 a moment of the internal combustion engine 2 , a curve 14th a moment of the electric machine 3 , a curve 15th a moment of downforce 5 , a curve 16 one of the shifting element to be opened for the gear change 6th transmitted moment and the course of the curve 17th one of the switching element to be closed for the gear change 6th transmitted moment. The curves 19th and 20th show pressure controls, namely the curve progression 19th the pressure control for the switching element to be opened for the execution of the switching and the curve progression 20th the pressure control for the switching element to be closed for the circuit.

2 visualizes the above curves for executing an upshift in the transmission 4th . In 2 is in the gear 4th before time t1 in the transmission 4th the actual gear of the train upshift to be performed is engaged, this actual gear being designed for the train upshift to be performed and a target gear to be engaged. This target gear of the train upshift to be carried out is engaged at time t4. The pull-up shift is accordingly carried out between times t1 and t4, the execution of the shift beginning at time t1 and ending at time t4.

When performing the train upshift in the transmission 4th is from the internal combustion engine 2 according to the curve 13 a positive torque at the input of the transmission before, during and after the execution of the shift 4th provided. The train-upshift begins at time t1, with the pressure control between times t1 and t2 initially during a so-called filling phase of the train-upshift 19th for the switching element to be opened 6th reduced and the pressure control 20th for the switching element to be closed is increased. With the completion of the filling phase at time t2, transfers according to the curve 16 the shifting element that can be opened for the pull-up shift still uses the full torque of the combustion engine 2 , whereas at time t2 the shift element to be closed for the train-upshift according to the curve shape 17th just not transmitting a moment.

Starting at time t2, the transmission capability of the switching element to be closed for the circuit is determined by the pressure control 20th increased, preferably along a linear ramp, so that according to the curve 17th the torque transmitted by the switching element to be closed increases, with the pressure control at the same time or overlapping with this 19th for the switching element to be opened for the circuit 6th is reduced so that according to the curve shape 16 parallel or overlapping in time the element transmitted by the switching element to be opened 16 reduced. At time t3, the overlap phase is that of the filling phase follows and begins with time t2. At this point in time t3 is according to the pressure control 19th the switching element to be opened for the circuit 6th fully open so the same according to the curve shape 16 starting with time t3 no longer transmits any torque.

At time t3, a speed adjustment phase of the train-up shift begins, in this speed adjustment phase according to the curve 20th the pressure control for the switching element to be closed is initially increased further, so that according to the curve shape 17th the torque transmitted by the switching element to be closed is also increased. This differential torque transmitted by the switching element to be closed 18a forms as a result of accelerated mass inertia in the gearbox 4th out. Then, if the present invention were not used, this would result in an increase in the torque 15th at the output 5 lead (see differential torque 18b output). To now the difference torque 18a , 18b to compensate, is used to perform the train upshift in the transmission 4th at the output of the gearbox 4th and thus at the output 5 about the electric machine 3 according to the curve 14th a moment is provided, this moment being a negative, regenerative compensation moment when the train-upshift is carried out 18c acts. This according to the curve 14th at the output of the gearbox 4th provided regenerative moment 14th the electric machine 3 compensates for the excessive torque 18a that of the switching element to be switched on or to be closed 6th is transferred so that the torque exaggeration 18b at the moment 15th , which at the output 5 applied, not trained.

The torque remains during the speed adjustment phase 15th at the output 5 almost constant. During the overlap phase between times t2 and t3, the amount of traction torque is reduced due to the gear change 15th at the output 5 .

That of the electric machine 3 provided moment 14th is from the electric machine 3 provided until the end of the speed adjustment phase, that is, until time t4.

That from the internal combustion engine 2 at the entrance of the transmission 4th The torque provided is according to the curve shape 13 constant or approximately constant. To an engine intervention of the internal combustion engine 2 is therefore waived. An excess torque on the transmission side is generated by the electrical machine operated as a generator 3 compensated. The amount and duration of the electrical machine 3 The braking torque provided varies according to the gear change and the duration of the train-up shift. The internal combustion engine 2 can continue to operate at its current operating point while the train upshift is being carried out. There is no need for engine intervention, which leads to consumption and emissions disadvantages. The braking torque of the electrical machine 3 can be used to store electrical energy 7th charge more.

When executing the pull-up shift of the 2 the provision of the generator torque of the electrical machine begins 3 at the output of the gearbox 4th and thus at the output 5 with the end of the overlap phase and thus with the start of the speed adjustment phase at time t3 and lasts until the end of the speed adjustment phase until time t4.

On the control side, the generator torque is built up 14th by the electric machine 3 by completely lowering the pressure control 19th triggered for the switching element to be opened at time t3. This regenerative moment 14th the electric machine 3 remains at the output of the transmission until time t4 4th effective taking the moment 14th is reduced at time t4, namely when the speed adjustment is completed and the speed curve 12 has reached the synchronous speed of the target gear.

3 shows the above curves 12 to 20th in the event of a thrust-upshift in the transmission 4th . The times t1, t2, t3 and t4 correspond to the times described above. Accordingly, the filling phase of the shift, here the thrust-up shift, extends between times t1 and t2. The overlap phase of the thrust-upshift extends between times t2 and t3. The speed adjustment phase of the overrun upshift extends between times t3 and t4. The representation of the 3 differs from the representation of the 2 , 4th in that for that of the electrical machine 3 at the output of the gearbox 4th provided moment 14th a separate zero point is plotted, whereas the moments 13 , 15th , 16 and 17th are plotted based on a common zero point.

For executing the thrust-up shift in the transmission 4th is from the internal combustion engine 2 according to the moment curve 13 a negative torque at the input of the transmission before, during and after the execution of the shift 4th provided. In 3 it is shown that when executing the thrust-upshift in the transmission 4th to compensate for the dynamic excess torque on the transmission side 18a , which according to the curve 17th of the shifting element of the transmission to be closed for the gear change 4th towards the downforce 5 is transmitted from the electrical machine at the output of the Transmission 4th the regenerative moment 14th is provided, and that already starting at time t2, that is to say with the beginning of the overlap phase.

So while in 2 To execute the pull-up shift, the trigger on the control side for building up the generator torque 14th the electric machine 3 the complete pressure reduction for the shifting element of the transmission to be opened is shown in 3 When executing the thrust upshift, the trigger on the control side for building up the generator torque 14th the electric machine 3 the beginning of the overlap phase, i.e. the increase in pressure control 20th for the switching element to be closed, which begins at the end of the filling phase.

According to 3 remains in the transmission even when the thrust upshift is executed 4th the negative, regenerative moment 14th the electric machine 3 until the end of the speed adjustment phase at the output of the gearbox 4th and thus at the output 5 effective, i.e. until the end of the speed adjustment phase at time t4, i.e. until the speed 12 has reached the synchronous speed of the target gear.

From the internal combustion engine 2 before, during and after the execution of the thrust-up shift, a constant or approximately constant negative torque is generated 13 at the entrance of the transmission 4th provided. There is no engine intervention of the internal combustion engine 2 that would have disadvantages in consumption and / or emissions.

When referring to 3 The thrust-up shift described has that of the closing shift element 6th transmitted moment 17th a torque increase in the case of a positive difference in speed to the synchronous speed of the target gear 18a result in a moment increase 18b at the moment 15th of the output 5 would train when the inventive intervention of the electrical machine 3 according to the curve 14th would not happen. This could lead to unwanted load change reactions. According to the invention, however, the torque increase 18b at the output 5 through the regenerative compensation torque 18c the electric machine 3 prevented. Load change reactions cannot occur in this way. The braking torque 14th the electric machine 3 can be used for recuperation, i.e. for stronger charging of the electrical energy store 7th . The torque remains during the speed adjustment phase 15th at the output 5 almost constant. During the overlap phase between times t2 and t3, the amount of overrun torque is reduced due to gear changes 15th at the output 5 .

The invention can also be advantageous when performing a thrust-down shift in the transmission 4th be used, where 4th the curves 12 in the event of a thrust-down shift in the transmission 4th shows. The times t1, t2, t3 and t4 in turn correspond to the times of 2 and 3 , the times t1 and t2 thus define a filling phase of the respective circuit, the times t2 and t3 an overlap phase of the respective circuit and the times t3 and t4 a speed adjustment phase of the respective circuit.

When performing the thrust-down shift in the gearbox 4th becomes according to the waveform 13 from the internal combustion engine 2 before, during and after the shift execution, a generator thrust torque at the input of the gearbox 4th provided. With the beginning of the overlap phase at time t2, the signal profile begins 17th to transmit the switching element to be closed torque, temporally parallel to this, according to the pressure control 19th the transmission capacity of the switching element to be opened 6th reduced, so that the torque transmitted by the switching element to be opened is reduced 16 reduced. Between the times t2 and t3, that is to say after the start of the overlap phase at time t2 and before the start of the speed equalization phase at time t3, the torque transmitted by the shifting element to be opened becomes 16 is reduced to zero, then according to the curve 14th that of the electric machine 3 at the output of the gearbox 4th provided moment 14th being built up at that moment 14th according to 4th when executing the thrust / downshift by a positive motor torque 14th acts. This moment 14th in turn serves as a compensation torque 18c for a gear-side, from the shifting element to be closed in the direction of the output 5 transmitted, here reducing differential torque 18a .

The trigger on the control side to build up this positive, motorized torque via the electrical machine 3 at the output of the gearbox 4th is therefore the complete pressure reduction in the pressure control 19th of the switching element to be opened. The positive, motoric moment 14th the electric machine 3 remains at the output of the gearbox 4th and thus effective at the output until the speed compensation phase has ended at time t4, ie until the synchronous speed of the target gear has been reached. When the thrust-down shift is carried out, the differential torque on the transmission side becomes 18a , which the clutch to be closed according to the curve 17th transmits, compensated by the positive motor torque of the electrical machine. The torque remains during the speed adjustment phase 15th at the output 5 almost constant. During the overlap phase between times t2 and t3, however, the amount of overrun torque increases due to gear changes 15th at the output 5 .

When performing the thrust-down shift, this is from the internal combustion engine 2 at the entrance of the transmission 4th provided thrust moment 13 again constant or approximately constant.

The invention further relates to a control device for operating a hybrid vehicle, the control device being set up to execute the method described above on the control side.

The control unit in the transmission controls the execution of a shift 4th a previously closed switching element 6th to open and a previously opened switching element 6th to close. For this purpose, the control unit reduces the pressure control in an overlapping phase of the shift which precedes the speed adjustment phase of the shift 19th for the switching element to be opened while reducing the torque that can be transmitted by the same 16 and increases the pressure control in an overlapping manner 20th for the switching element to be closed and the increase in the torque that can be transmitted by the same 17th . The control unit controls the execution of the shift in the transmission 4th the electric machine 3 in such a way that via that of the electrical machine 3 at the output 5 or at the output of the gearbox 4th provided moment 14th the transmission-side differential torque of the shift is at least partially compensated, at the earliest with the start of the overlap phase and at the latest with the start of the speed adjustment phase of the shift to be carried out.

The control device according to the invention has hardware-based means and software-based means for carrying out the method according to the invention. The hardware-side means include data interfaces in order to exchange data with the assemblies involved in the execution of the method according to the invention, for example with hydraulic components that control the switching elements 6th of the transmission 4th serve. The hardware-side assemblies also include a memory for data storage and a processor for data processing. The software modules include program modules for carrying out the method according to the invention.

The control unit according to the invention which carries out the method according to the invention can be the transmission control unit 9 or the hybrid control unit 11 act. Furthermore, the control-side tasks of the method according to the invention can also be distributed over a plurality of control units. For example, the transmission control unit takes over 9 the execution of the method on the control side, it communicates with the electrical machine 3 via the hybrid control unit 11 . The hybrid control unit takes over 11 the execution of the method according to the invention on the control side, it communicates with the transmission 4th via the gearbox control unit 9 .

List of reference symbols

1

Drive unit

2

Internal combustion engine

3

electric machine

4th

transmission

5

Downforce

6

Switching element

7th

electrical energy storage

8th

Starting element

9

Transmission control unit

10

Engine control unit

11

Hybrid control unit

12th

rotation speed

13

Moment combustion engine

14th

Moment electric machine

15th

Moment output

16

Moment opening switching element

17th

Momentary closing switching element

18a

Switching element closing differential torque

18b

Differential torque output

18c

Compensation torque electrical machine

19th

Pressure control opening switching element

20th

Pressure control closing switching element

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102004031572 A1 [0002]

Claims (12)

A method for operating a hybrid vehicle with a drive unit (1) having an internal combustion engine (2) and an electric machine (3), and with a transmission (4), the internal combustion engine (2) being coupled to an input of the transmission (4), and wherein the electric machine (3) is coupled to an output of the transmission (4) between the transmission (4) and an output (5) of the hybrid vehicle, the electric machine (3) for Support of the output (5) is used by providing a torque (14) from the electric machine (3) when executing a shift at the output of the transmission (4) or at the output (5), characterized in that for executing the Shift in the transmission (4) a previously closed shifting element (6) is opened and a previously opened shifting element (6) is closed, for this purpose in a shift phase of the shift that corresponds to a speed equalization phase of the circuit v or starts, a pressure control (19) for the switching element (6) to be opened is reduced while reducing the torque (16) that can be transmitted by the switching element to be opened, and this overlaps a pressure control (20) for the switching element (6) to be closed while increasing the amount of the to be closed shifting element transferable torque (17) is increased, to execute the shift in the transmission (4) a transmission-side differential torque (18a), which is transmitted from the shifting element (6) to be closed in the direction of the output (5), via the the electrical machine (3) at the output of the gear (4) or at the output (5) provided torque (14) is at least partially compensated at the earliest at the beginning of the transition phase and at the latest at the beginning of the speed adjustment phase. Procedure according to Claim 1 , characterized in that a positive torque (13) is provided at the input of the transmission (4) at the input of the transmission (4) by the internal combustion engine (2) before, during and after the execution of the shift in order to execute a pull-up shift in the transmission (4), starting During the speed adjustment phase of the train-up shift, the switching element (6) to be opened is fully open and the switching element (6) to be closed is closed even further, with the start of the speed adjustment phase of the train-up shift from the electrical machine (3) at the output of the transmission (4) or at the output (5) a negative, regenerative torque (14) is provided in order to compensate for the differential torque (18a) on the transmission side. Procedure according to Claim 2 , characterized in that the generator torque (14) is provided by the electric machine (3) at the output of the transmission (4) or at the output (5) until the end of the speed adjustment phase of the train-up shift. Procedure according to Claim 2 or 3 , characterized in that the internal combustion engine (2) provides a constant or approximately constant positive torque (13) at the input of the transmission (4) before, during and after the execution of the pull-up shift. Method according to one of the Claims 1 to 4th , characterized in that a negative torque (13) is provided at the input of the transmission (4) at the start of the engine (2) before, during and after the execution of the shift, in order to execute a thrust-up shift in the transmission (4) During the overlapping phase of the overrun, the electric machine (2) at the output of the transmission (4) or at the output (5) provides a negative, generator torque (14) to compensate for the differential torque (18a) on the transmission side. Procedure according to Claim 5 , characterized in that the negative, regenerative torque (14) is provided by the electric machine (3) at the output of the transmission (4) or at the output (5) until the end of the speed adjustment phase of the thrust-up shift. Procedure according to Claim 5 or 6th , characterized in that the internal combustion engine (2) provides a constant or approximately constant negative torque (13) at the input of the transmission (4) before, during and after the execution of the thrust-upshift. Method according to one of the Claims 1 to 7th , characterized in that a negative torque (13) is provided at the input of the transmission (4) at the input of the transmission (4) by the internal combustion engine (2) before, during and after the execution of the shift to execute a thrust-downshift in the transmission (4), after the start the overlap phase of the thrust-downshift and before the start of the speed adjustment phase of the thrust-downshift from the electric machine (3) at the output of the transmission (4) or at the output (5) a positive motor torque (14) is provided to compensate for the differential torque (18a) on the transmission side. Procedure according to Claim 8 , characterized in that the electrical machine (3) at the output of the transmission (4) or at the output (5) provides the positive motor torque (14) until the end of the speed adjustment phase of the thrust-down shift. Procedure according to Claim 8 or 9 characterized in that the internal combustion engine (2) provides a constant or approximately constant negative torque (13) at the input of the transmission (4) before, during and after the execution of the thrust-down shift. Control device for operating a hybrid vehicle with a drive unit (1) having an internal combustion engine (2) and an electric machine (3), with a transmission (4) having a plurality of shifting elements, the internal combustion engine (2) being coupled to an input of the transmission (4) is, and wherein the electrical machine (3) is coupled to an output of the gearbox (4) between the gearbox (4) and an output (5), the control unit when a shift is carried out in the gearbox (4) the electrical machine (3 ) controls to support the output (5) in such a way that the electric machine (3) provides a torque (14) when executing a shift at the output of the transmission (4) or at the output (5), characterized in that the control unit for Execution of the shift in the transmission (4) controls a previously closed shifting element (6) for opening and a previously opened shifting element (6) for closing, the control device for this purpose in an overlapping phase d he circuit, which precedes a speed adjustment phase of the circuit, reduces a pressure control (19) for the switching element (6) to be opened while reducing the torque (16) which can be transmitted by the switching element (6) to be opened and, overlapping this, a pressure control (20) for the to be closed shifting element (6) while increasing the torque (17) that can be transmitted by the shifting element (6) to be closed, the control unit for executing the shift in the transmission (4) controls the electrical machine (3) in such a way that via the from the electrical Machine (3) at the output of the transmission (4) or at the output (5) provided torque (14) a transmission-side differential torque (18a) which can be transmitted from the shifting element (6) to be closed in the direction of the output (5), at the earliest with the beginning of the transition phase and at the latest with the beginning of the speed adjustment phase at least partially compensated. Control unit after Claim 11 , characterized in that the same is set up, the method according to one of the Claims 1 to 10 to be carried out on the control side.

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