WO2010112257A1

WO2010112257A1 - Method and apparatus for operating a hybrid vehicle

Info

Publication number: WO2010112257A1
Application number: PCT/EP2010/051655
Authority: WO
Inventors: Jens-Werner Falkenstein
Original assignee: Robert Bosch Gmbh
Priority date: 2009-04-03
Filing date: 2010-02-10
Publication date: 2010-10-07
Also published as: DE102009002166A1

Abstract

The invention relates to a method for operating a hybrid vehicle, in which method the hybrid vehicle is operated by a first drive assembly (1) which is in operation, wherein, during the driving operation of the hybrid vehicle, a second drive assembly (2) is started or stopped and a drive moment (M_EM) which is generated by the first drive assembly (1) is routed partially via a torque converter (5) and partially via a converter lock-up clutch (6), wherein the drive moment is transmitted by the converter lock-up clutch (6) to a mechanical running gear of the hybrid vehicle. In order to suppress the effects of a start or a stop of the second drive assembly (2) on the drive moment which acts on the mechanical running gear (8, 9), a first part drive moment (M_WK) to be transmitted by the converter lock-up clutch (6) is influenced during the start or the stop of the second drive assembly (2) as a function of the current state of the torque converter (5).

Description

5 description

title

Method and device for operating a hybrid vehicle

L O state of the art

The invention relates to a method for operating a hybrid vehicle, in which the hybrid vehicle is operated by a first, in operation drive unit, wherein during the driving operation of the hybrid vehicle

15, a second drive unit is started or stopped, and a drive torque generated by the first drive unit is partially conducted via a torque converter and partly via a converter lockup clutch, wherein the drive torque is transferred from the lockup clutch to a mechanical chassis of the hybrid vehicle.

20 as a device for carrying out the method.

Vehicles with a hybrid drive structure usually have an internal combustion engine as the second drive unit and the first drive unit to an electric motor or a hydraulic motor. Also, additional additional drive units are

25 possible. Thus, the torque can be applied during operation of the hybrid vehicle from the drive units. It is also a purely electric or hydraulic driving possible. A start of the internal combustion engine may be required during electric or hydraulic driving, e.g. if the driver requests more power than the electric or hydraulic motor can deliver or if the

30 energy content of an energy store drops too much.

The required time profile of the starting torque or the starting power can not be determined exactly due to varying friction and compression ratios of the internal combustion engine. Even a possibly present separating clutch, which couples the combustion engine to the start in the slipping state, has inaccuracies. This prevents exact compensation of the starting torque or the starting power by the first or further Drive units. The uncompensated portion acts as a disturbance on the drive train, which stimulates torsional vibrations and affects the ride comfort.

From DE 10 2006 018 057 A1 a method for operating a parallel hybrid powertrain of a vehicle with at least one internal combustion engine and at least one electric machine is known, wherein during a starting process, a drive torque generated by the electric machine at least partially via a torque converter and the other Part is guided via a lockup clutch. In this case, the torque converter lockup clutch is kept in a slip mode during the entire starting process by means of a speed control of the electric machine, while the drive torque generated by the electric machine is guided essentially via the torque converter lockup clutch in the direction of the drive. This unavoidable interference in the influence

Angular velocity of the electric machine, a turbine torque of the torque converter, which leads to impairment of the drive torque and ride comfort of the hybrid vehicle.

Disclosure of the invention

The inventive method for operating a hybrid vehicle having the features of claim 1 has the advantage that all effects of a start or stop of the second drive unit to the drive train of the vehicle and thus to the vehicle longitudinal acceleration are eliminated, whereby a high ride comfort is achieved. Characterized in that during the start or stop of the second drive unit from the lockup clutch to be transmitted first drive part torque is influenced in dependence on the current state of the torque converter, caused by the first drive unit disturbances to the drive train or the driving operation are avoided.

Since effects of the disturbance (for example, at rotational speeds) are known at the start or the stop of the second drive unit, it is possible under the assumption that the first drive part torque of the lockup clutch and the second drive part torque of the torque converter together form a predetermined value, the first drive part torque of the converter lockup clutch can be easily determined.

The current state of the torque converter can be measured, monitored or reproduced in a model.

During a slipping state of the torque converter lockup clutch, the current first drive torque setpoint transmitted by the latter and a torque transmitted by the torque converter advantageously correspond to one another.

L O ment as a second drive part torque together a Antriebsollmoment.

Due to the orientation at the drive setpoint, which is applied to the hybrid vehicle, disturbances that occur due to the angular velocity of the first drive unit when starting or stopping the second drive unit remain without influence.

15

In one embodiment, the drive desired torque is determined by the specification of a driver of the hybrid vehicle, a driver assistance system, an automated transmission and / or a vehicle dynamics system. This variety of possibilities of specifying the drive torque required takes into account

20 safety requirements as well as comfort improvements, with the safety conditions always having the higher priority.

In a development, dynamic influences of the torque converter and / or the lockup clutch in influencing the wall

25 clutch lockup by the torque converter considered. Such dynamic influences include, for example, the delayed torque converter torque response to changes in the angular velocity of the first drive assembly and the torque converter itself due to flow effects in the torque converter. Also the Rule time for

30 transmitted from the lockup clutch first drive part torque can trigger such a dynamic effect.

Advantageously, the first drive unit for controlling a slipping state of the lockup clutch is speed controlled 35 operated. By the speed control of the first drive unit of the slipping state of the lockup clutch is ensured. Equal- In time, the speed control is pre-controlled with the transmitted torque from the torque converter lock-up clutch and / or torque of the torque converter. This has the advantage that the speed control of the first drive unit is tuned to the current operating states of the torque converter and / or the lockup clutch, which minimizes interference occurring.

In one embodiment, a setpoint angular speed for the speed control of the first drive unit for setting the desired drive torque is set independently of the current angular speed of the first drive unit. This has the advantage that the speed control also reliably acts on the drive setpoint torque if the angular speed of the first drive unit or of the pump wheel of the torque converter deviates from the setpoint angular speed as a result of disturbances.

In a further development, the setpoint angular velocity of the first drive assembly moves continuously from the closed state to the slipping state from an angular velocity of the turbine wheel of the torque converter during transition of the lockup clutch, or moves from the slipping state to the closed state at the transition of the lockup clutch continuously to the angular velocity of the turbine wheel of the torque converter. Since this adjustment is slow, jumps are avoided in the course of the target angular velocity of the first drive unit. As a result, the speed control remains without adversely affecting the ride comfort of the hybrid vehicle.

Advantageously, an adaptation of a control behavior of the torque converter lock-up clutch takes place during the slip control of the torque converter lockup clutch. Such an adaptation compensates for varying friction conditions due to temperature influences or over the service life of the lockup clutch. The results of this adaptation can be used particularly favorably for influencing the drive torque transmitted by the torque converter lockup clutch, since such an adaptation makes it possible to comply with the drive desired torque of the torque converter lockup clutch in a particularly accurate manner. In one embodiment, the adaptation of the control behavior of the converter lock-up clutch occurs when no faults occur during the start or stop of the second drive unit. Disturbances are advantageously avoided if the first and second drive units are not or are no longer coupled to one another.

In a development, the first and the second drive unit via a separating clutch with each other to start the second drive unit

L O connected, wherein a torque transmitted from the clutch is compensated by a control of the first drive unit. Disturbances can thus also be prevented by means of such compensation or deliberately kept small. An adaptation of the control behavior of the converter lockup clutch is in this case also in the coupled first and

15 second drive unit possible.

Advantageously, to start the second drive unit, the first and the second drive unit are connected to one another via a disconnect clutch, wherein a torque transmitted by the disconnect clutch is uncompensated.

20 remains. Thus, disturbances in the angular velocity of the first drive unit or a pump wheel of the torque converter are specifically approved. As a result, part of the energy required for the start of the second drive unit is taken from the energetic energy of the first drive unit or a pump wheel of the torque converter. One for

25 required to start the second drive unit power reserve of the first drive unit can be reduced.

Advantageously, the speed control of the first drive unit is influenced in order to achieve targeted disturbances in the angular velocity of the first drive unit or of the pump wheel of the torque converter.

In one embodiment, mass inertia of the hybrid vehicle can be precontrolled or compensated by the time profile of the nominal angular velocity of the first drive assembly 35. This is simply about identifying one

Target acceleration to achieve. In a further development, the invention relates to a device for operating a hybrid vehicle, in which the hybrid vehicle is operated by a first, in operation drive unit, wherein during the driving operation of the hybrid vehicle, a second drive unit starts or stops and one of the first Drive unit generated drive torque is partially passed through a torque converter and partially via a converter lock-up clutch, wherein the torque from the torque converter lockup clutch on a mechanical chassis of the hybrid vehicle

L O is transferred. In order to prevent the effects of a start or a stop of the second drive unit on the, acting on the mechanical chassis drive torque, means are present which during the start or stop of the second drive unit from the Wandlerüberbrü- ckungskupplung to be transmitted first drive part torque in dependence

15 of the current state of the torque converter influence. This has the

Advantage that a high ride comfort of the hybrid vehicle is achieved by an influence of the vehicle longitudinal acceleration is prevented by the start or stop of the second drive unit.

In one embodiment, a control unit having a first and a second

Speed sensor connected, which determine an angular velocity of the first drive unit or an angular velocity of a turbine wheel of the torque converter, from which the control unit, a drive part of the moment of the turbine wheel and a drive torque of the first Antriebsaggre-

25 gates determined. These parameters are sufficient to specifically control the converter lock-up clutch to compensate for disturbances that occur. Since the effects of the fault in the start or the stop of the second drive unit are known, it is possible, provided that the first drive part torque of the torque converter lockup clutch and the second drive

30 drive torque of the torque converter together a predetermined

Value, the first drive part torque of the lockup clutch can be easily determined.

In a further development, the control unit has a controller for setting the drive input torque of the first drive unit. This will drive desired torque or the speed of the first drive unit as a function of the desired desired drive torque.

Advantageously, between the first and the second drive unit 5, a separating clutch is arranged and the second drive unit is started by the driving torque is transmitted from the first drive unit partially to the second drive unit by closing the clutch.

L O The invention allows numerous design options. One of them will be explained in more detail with reference to the figures shown in the drawing.

It shows:

15 Figure 1: Schematic representation of a parallel hybrid drive train according to the prior art

Figure 2: Representation of the dependence of the turbine torque M _τ of the

Angular velocity ω _P at a constant angular velocity

20 ωj of the turbine of the torque converter according to the present invention

FIG. 3 shows a signal course according to the invention within the control unit according to FIG

Figure 4: a schematic flow diagram of an embodiment of the method according to the invention

Identical features are identified by the same reference numerals.

30

FIG. 1 shows a simplified model of a parallel hybrid drive train in which an electric motor 1 with an internal combustion engine 2 is connected to one another via a separating clutch 3. The electric motor 1 is positioned on the drive shaft 4 of the internal combustion engine 2. The electric motor 1

35 drives via a parallel connection of a torque converter 5 and a wall Lerüberbrückungskupplung 6 and via an automatic transmission 7, the drive wheels 8, 9 of the hybrid vehicle.

An impeller P of the torque converter 5 is coupled to the input of the converter 5 lock-up clutch 6 and the electric motor 1. The impeller P and the electric motor 1 rotate at an angular velocity ωp, which is measured by the tachometer 10 and transmitted to the vehicle control unit 11, to which the tachometer 10 is connected.

L O A turbine wheel T of the torque converter 5 is connected to the output of

Lock-up clutch 6 and the input shaft 12 of the automatic transmission 7 is connected. Here, the turbine wheel T, the output of the lockup clutch 6 and the input shaft 12 rotate at the angular velocity OO _T , which is measured by a second speed sensor 13. The rotary

15 is also connected to the vehicle control unit 11 and transmits the measured angular velocity ωj to this.

At the input shaft 12 of the automatic transmission 7, a drive torque M acts that is composed of the turbine torque M _{τ of} the torque converter 5 and the 20 transmitted from the lockup clutch 6 torque M _W κ and is forwarded to the drive wheels 8, 9.

25 When driving electrically, the separating clutch 3 is open and that of the

Clutch 3 transmitted torque is M _T κ = 0. A start of the engine 2 from the electric driving out by closing the clutch 3 while driving, ie when the electric motor 1 and initially stationary internal combustion engine 2. There is a towing the

Internal combustion engine 2 by the electric motor 1, wherein the common angular velocity ω _P of the electric motor 1 and impeller P of the torque converter 5 breaks. When running up the internal combustion engine 2, an overshoot of the engine speed due to the first ignitions, resulting in a temporary increase in the angular velocity ωp of

35 electric motor 1 and impeller P of the torque converter 5 leads. These disturbances in angular velocity ωp affect the remaining drive strand, since the turbine torque M _{τ of} the torque converter 5 of the angular velocities ωp and ooτ of the impeller P and the turbine wheel T depends. The fluctuations in the angular velocity ω _P lead to disturbances in the turbine torque M _τ and spread according to equation 1 also on 5 the drive torque M, which thus varies with the changing speed.

Even when decoupling the internal combustion engine 2 at a stop, which takes place in particular under load, for example, when the internal combustion engine 2 for L 0 time of decoupling is in a fuel cut, disturbances in the angular velocity ω _P arise.

In FIG. 2, qualitatively the dependence of the turbine moment M _τ on the angular velocity ωp of the electric motor 1 and of the pump wheel P of the rotary

L 5 torque converter 5 is shown at constant angular velocity ω _{τ of} the turbine wheel T of the torque converter 5. In addition, the course of the invention transmitted by the torque converter lock-up clutch 6 torque M _W κ is entered, so that both together give a predetermined drive desired torque Msoii. The drive _desired torque M _Sθ ιι is normalized

20 lerweise set by the driver via an accelerator pedal. But it can also be from one

Driver assistance system, an automatic transmission or a vehicle dynamics system can be specified. Limitations due to defects or emergency running of aggregates are also possible.

In the general case, the _desired drive torque M _Sθ ιι during start or stop of the engine 2 change. The angular velocity ω _{τ of} the turbine wheel T of the torque converter 5 may also change, for example due to a vehicle longitudinal acceleration or a switching operation in the automatic transmission 7.

30

A positive drive _desired torque M _Sθ ιι is maintained when the angular velocity ωp is greater than the angular velocity ωj, since under this condition, the lockup clutch 6 in the slip a positive torque M _W κ transfers. In addition, the angular velocity ωp of the

35 electric motor 1 and the impeller P of the torque converter 5 may be smaller than a maximum angular velocity ωp _max . At ωp = ωp transmits _max the torque converter 5, the drive torque M _Sθ ιι alone and the converter _lock-up clutch 6 is fully open, wherein the torque transmitted by the _lock-up clutch 6 M _W κ = 0 Nm.

5 The desired angular velocity ω _PS oiι is advantageously placed in the middle between ω _τ and ωp _m a _x . As a result, the angular velocity ωp of the electric motor 1 or of the pump impeller P of the torque converter 5 can deviate from the target angular velocity ωpsoii as a result of disturbances in both directions, without resulting in an effect on the drivetrain and thus the ride comfort. LO

Figure 2 shows the conditions at a positive drive torque M _Sθ ιι again. With a negative drive _desired torque M _Sθ ιι the inventive method can also be used. For this case, ω _PS oiι <ω _τ

15 In the case of a negative drive torque M _Sθ ιι results in a minimum angular velocity ω _Pmιn . When ω _P = ω _Pmιn transmits the torque converter 5, the negative drive torque M _Sθ ιι alone. The lockup clutch 6 is fully opened. The negative drive _desired torque M _Sθ ιι can be adjusted by influencing the lockup clutch 6, as long as the

20 angular velocity ωp of the electric motor 1 and the impeller P of the

Torque converter 5 is chosen such that

ω _Pmιn <ω _P <ω _τ

FIG. 3 schematically shows the signal course as it runs in the vehicle control unit 11 of FIG. The angular velocities ω _P and ω _τ measured by the rotational speed sensors 10 and 13 are converted in a transducer model 14 into an estimated pump torque M ^* _P and an estimated turbine torque M ^* _τ . The transducer model can be based on characteristics

30 but also take into account dynamic effects. The estimated turbine torque M ^* _τ is deducted at point 15 from the driver desired torque Msoii given by the driver. The resulting compensation _value M _W κ _k o _mP is passed as an input value to a changeover switch 16, to which also a positive value M _WKΣUC 3ls input value is applied. The initial value forms the

35 Setpoint torque M _{WKSOII of} the _lockup clutch 6. The angular speed supplied by the speed sensor 10 ω _P is in a node 17 ω of the target angular velocity of _P s _O ιι subtracted, and the difference is fed to a controller 18 which therefrom forms the controller output torque M _R. In a node 19, the Reglerausgangsmo- 5 ment M _{R is added} to a pilot value, which is also determined by addition of the estimated pump torque M ^* _P and the compensation _torque M _W κ _k o _mP the _torque converter _lockup clutch. The addition of the controller output torque M _R to the pilot control value yields the desired torque M _EMSOII for the electric motor 1.

L O

In the following, the course of the method according to the invention in the case of a positive drive _desired torque M _Sθ ιι will be explained with reference to Figure 4. In block 100, the hybrid vehicle drives purely electrically. In this case, the lockup clutch 6 is completely closed, which is achieved by

15 that a high positive value M _{WKΣUC is set} at the changeover switch 16 as the setpoint M _WKSOII for the transmitted torque of the _lockup clutch 6 M _W κ.

The controller 18 is deactivated and for the controller output torque M _R = 0 Nm applies.

20 Since the angular velocities ω _P and ω _{τ are} equal when the converter lock-up clutch 6 is closed, the estimated torques M ^* _P = M ^* _τ = 0 Nm. The drive torque M _Sθ ιι acts on the compensating moment Mw _Kk o _m p to the set torque M _EM Soiιfür the electric motor 1 and M = _EMSOII it is Msoii.

25

In block 1 10, the transition of the lockup clutch 6 from the closed to the slipping state takes place. At the beginning of the transition, the desired value MW _K SO _II at the changeover switch 16 is switched over to the compensation torque M _W κkom _P , from which it follows that MW _K SO _II = M _W κkom _P. The controller 18 is ac-

30 tivated. In the first moment of the transition there is an equality of the angular velocities ω _P = ω _τ . The estimated moments are therefore M ^* _P = M ^* _τ = 0 Nm. The _torque converter lock-up clutch 6 reaches the slip limit because of M _WKSOII = M _Sθ ιι. The nominal angular velocity ω _PS oiι begins at ω _PSθ ιι = ω _P = ω _τ and then moves without a jump in the positive direction of ωj away. The controller

35 output torque M _R begins in the first moment of the transition at M _R = 0 Nm. The converter lock-up clutch 6 alone transmits the desired drive torque Msoii, in the further course follows the angular velocity ωp of the impeller of increasing target angular velocity ω _PS oiι- The lockup clutch 6 gets increasingly into the slip and the torque converter 5 5 increasingly transfers more torque, associated with an increase of the estimated turbine _torque M ^* _τ and a decrease in the setpoint M _KWSOII for the transmitted torque of the _lockup clutch 6 M _W κ- The increasing target angular velocity ωpsoii requires an additional torque to accelerate the inertia of the pump LO wheel P and the electric motor 1. This is applied by the controller 18. A

Precontrol based on the time course of the target angular velocity ωpsoii is also possible. In both cases, there is no reaction of the acceleration on the drive torque M.

15 Since no disturbances occur in this phase, an adaptation of the control behavior of the lockup clutch 6 (ie the transmission behavior of the setpoint M _W κsoiι on the current torque M _W κ) is possible, which is achieved for example by an evaluation of the controller output torque M _R.

20 An adaptation of the converter model 14, i. an adaptation of the converter model

In order to better adapt the estimated quantities to the real variables, this can also be done in this phase.

The start of the internal combustion engine 2 takes place in block 120. This is done by closing the clutch 3 when the angular velocity ω _{P of} the impeller P of the torque converter 5 or the target angular velocity ωpsoii is sufficiently far above the angular velocity ω _{τ of} the turbine T of the torque converter 5. Disturbances in the angular velocity ωp of the pump impeller P have no effect on the drive torque M under ideal conditions as long as ωj <ωp ≤ ωp _max . The driving torque M is composed of the turbine torque _τ M of the torque converter 5 and the data transmitted from the torque converter lockup clutch 6 M _w κzusam- men and is transmitted to the driving wheels 8,. 9 This leads to an on the vehicle reaction-free startup. 35 In block 130, the lockup clutch 6 reverts to the closed state. This is done when there are stable and reproducible burns after the start of the internal combustion engine 1. The target angular velocity ωpsoii is brought to the angular velocity ωj of the turbine 5 wheel T of the torque converter 5, whereby the torque converter lock-up clutch takes over the drive torque M _Sθ ιι. Subsequently, the controller 18 is deactivated and the lockup clutch 6 is closed.

In order to minimize disturbances in the angular velocity ω _{P of} the electric motor 1, the torque required for starting the internal combustion engine 2 can be compensated or precontrolled by a suitable control of the electric motor 1. The torque required to start the internal combustion engine 2 is usually introduced in power-split hybrid drives via a planetary gear. In the exemplary embodiment, the torque required for starting the internal combustion engine 2 corresponds to the torque M _T κ transmitted by the separating clutch 3.

Alternatively, disturbances in the angular velocity ωp of the electric motor 1 can be specifically authorized. In case of a collapse of the angular velocity

20 ωp of the electric motor 1 during the start of the engine 2 kinetic energy is released, which can be used for the start of the engine 2. The electric motor 1 requires in this case a lower power reserve for the start of the engine 2. Disturbances in the angular velocity ωp of the electric motor 1 arise,

25 when the torque required for the start of the engine 2 is not or only partially compensated by the electric motor 1. In addition, the effect of the controller 18, for example, by changing the controller parameters are withdrawn, as long as the angular velocity ωp of the electric motor 1 is in a partial range between ω _τ and ω _Pma χ. This can be one

30 achieve increased collapse of the angular velocity ωp of the electric motor 1 during the start of the internal combustion engine 2, whereby more kinetic energy is released.

The controller 18 is intended to avoid a drop in the angular velocity ω _{P of} the electric motor 1 under ωi and an increase over ωp _max . To ensure this is

35 to amplify the effect of the regulator 18 when needed. A start from the slipping or opened state of the converter lock-up clutch 6 out or a termination of the starting sequence without closing the lock-up clutch 6 are also possible. In this case, by suitable specifications of the setpoint values, such as, for example, the desired angular speed ω _PS oiι when activating and deactivating the controller 18, it is not possible to jump

Ensure transitions.

The sum of the estimated pump torque M ^* _P and the torque M _WKSOII LO to be transmitted by the slipping torque converter lockup clutch 6 is additionally generated by the electric motor 1 and in hybrid driving

Combustion engine 2 applied. By evaluating the moments M ^* _P and M _WKSOII a malfunction of the electric motor 1 or the internal combustion engine 2 can be detected.

Claims

Claims 5

A method of operating a hybrid vehicle in which the hybrid vehicle is operated by a first in-service power plant (1), wherein a second power plant (2) is started or stopped during vehicle operation of the hybrid vehicle, and one of

L 0 first drive unit (1) generated drive torque (M _EM) partially through a torque converter (5) and partly via a Wandlerüberbrü- ckungskupplung (6) is guided, wherein the coupling of the converter lock (6) the driving torque to a mechanical chassis of the hybrid vehicle is transmitted, characterized in that during the

15 starts or the stop of the second drive unit (2) one of the

Lock-up clutch 6 to be transmitted first drive part torque (M _WK ) is influenced in dependence on the current state of the torque converter (5).

20 2. The method of claim 1, characterized in that during a slipping state of the lockup clutch (6) transmitted by this, the current first drive part torque (M _W κ) and one of the torque converter (5) transmitted torque (M _τ ) as a second drive part torque together correspond to a Antriebsollmoment (M _Sθ ιι).

25

3. The method according to claim 2, characterized in that the drive desired torque (Msoii) is determined by the specification of a driver of the hybrid vehicle, by a driver assistance system, an automated transmission and / or a vehicle dynamics system.

30

4. The method according to claim 1, characterized in that dynamic influences of the torque converter (5) and / or the lockup clutch (6) in the influence of the lockup clutch (6) by the torque converter (5) are taken into account.

35

5. The method according to claim 1 and 2, characterized in that the first drive unit (1) for influencing a slipping state of the converter lock-up clutch (6) is operated speed-controlled.

5. The method according to claim 5, characterized in that the speed control with the by the torque converter lock-up clutch (6) transmitted drive part torque (M _W κ) and / or a torque (M ^* _P ) of the torque converter (5) is precontrolled.

LO 7. The method of claim 5 or 6, characterized in that a target angular velocity (ωpsoii) for the speed control of the first drive unit (1) for setting the _desired drive torque (M _Sθ ιι) regardless of the current angular velocity (ω _P ) of the first drive unit (1 ) is given.

15

8. The method according to claim 7, characterized in that the target angular velocity (ωpsoii) of the first drive unit (1) during the transition of the lockup clutch (6) from a closed state to the slipping state continuously from an angular velocity

20 (ooτ) of the turbine wheel (T) of the torque converter (5) moves away or at the transition of the lockup clutch (6) from the slipping state to the closed state continuously to the angular velocity (ω _τ ) of the turbine wheel (T) of the torque converter (5 ) moves.

25

9. The method according to any one of the preceding claims, characterized in that an adaptation of a control behavior of the converter lock-up clutch (6) during the slip control of the lockup clutch (6).

30

10. The method according to claim 9, characterized in that the adaptation of the control behavior of the lockup clutch (6) takes place when no faults occur during the start or stop of the second drive unit (2).

35

1 1. A method according to claim 1, characterized in that the start of the second drive unit (2), the first (1) and the second drive unit (2) via a separating clutch (3) are interconnected, wherein one of the separating clutch (3) transmitted Torque (M _T κ) by a

5 control of the first drive unit (1) is compensated.

12. The method according to claim 1, characterized in that the start of the second drive unit (2), the first (1) and the second drive unit (2) via a separating clutch (3) are interconnected, wherein

LO, a torque (M _T κ) transmitted by the separating clutch (3) remains uncompensated.

13. The method according to claim 1, characterized in that inertia of the hybrid vehicle by the time course of Sollwinkelge-

15 speed (ω _PS oiι) of the first drive unit (1) are precontrolled or compensated.

14. An apparatus for operating a hybrid vehicle, wherein the hybrid vehicle from a first, in operation drive unit

20 (1) is operated, wherein during the driving operation of the hybrid vehicle, a second drive unit (2) starts or stops and one of the first drive unit (1) generated drive torque (M _EM ) partially via a torque converter (5) and partly via a torque converter bridge coupling (6) is guided, wherein the lockup clutch (6) the

25 drive torque to a mechanical chassis (8, 9) of the hybrid vehicle transmits, characterized in that means (10, 1 1, 13) are present, which during the start or stop of the second drive unit (2) from the lockup clutch (6 ) to be transmitted first drive part torque (M _W κ) depending on the current supply

30 torque converter (5) influence.

15. The device according to claim 14, characterized in that a control unit (11) with a first (10) and a second speed sensor (13) is connected, which an angular velocity (ωp) of the first drive

35 aggregates (1) or an angular velocity (ω _τ ) of a turbine wheel

(T) of the torque converter (5), from which the control unit (1 1) determines a drive part torque (M ^* _τ ) of the turbine wheel (T) and a drive _desired torque (M _EMSON ) of the first drive unit (1).

16. The apparatus according to claim 15, characterized in that the control unit 5 (11) has a controller (18) for setting the drive desired torque (M _EM - soii) of the first drive unit (1).

17. Device according to one of claims 14 to 16, characterized in that between the first (1) and the second drive unit (2) has a

LO separating clutch (3) is arranged and the second drive unit (2) is started by the drive torque (M _EM ) of the first drive unit (1) is partially transferred to the second drive unit (2) by closing the separating clutch (3).