DE102018205238A1 - A method of performing a switching operation in a hybrid vehicle, engine control and hybrid vehicle - Google Patents

Abstract

The present invention relates to a method for performing a switching operation in a hybrid vehicle having an internal combustion engine (10) and an electric drive machine (11), the switching operation switching from a first operating mode of the internal combustion engine to a second operating mode of the internal combustion engine and switching from the second Contains operating mode in the first mode, wherein a cylinder filling after reaching the second mode is higher than after reaching the first mode. The method includes switching (33, 51) to the second mode, operating (32, 52) the electric drive machine in a regenerative mode until switching to the second mode or in a motor mode from switching to the second mode, the Switching (35) in the first mode and the operation (37) of the electric drive machine in the generator mode from the switching to the first mode or in the motor mode until switching to the first mode. Furthermore, the invention relates to a motor controller for performing a switching operation in a hybrid vehicle and a hybrid vehicle having such a motor controller.

Description

The invention relates to a method for performing a switching operation in a hybrid vehicle, in particular for switching on and off a cylinder deactivation of an internal combustion engine of a hybrid vehicle. Furthermore, the invention relates to an engine controller for controlling a switching operation in a hybrid vehicle, in particular for switching on and off of a cylinder deactivation of an internal combustion engine of the hybrid vehicle, and a hybrid vehicle with such a motor control.

It is known that internal combustion engines, depending on the operating state, in particular in dependence of a load or a delivered (effective) torque, have a variable efficiency. Thus, the efficiency drops as the load decreases, and strives for zero load, i. idle, against zero efficiency. The reason for this is that regardless of the effective torque during operation, a base amount always has to be provided for overcoming losses of the internal combustion engine which are caused, for example, by friction, charge exchange losses and the supply of the ancillary units.

In real applications in motor vehicles, the internal combustion engine is operated a significant proportion of the time at low loads, ie at partial load. Therefore, measures to improve the efficiency in the partial load are particularly important. An effective measure for improving part-load consumption is cylinder deactivation. In this case, the active operation is set in a part of the cylinders of the internal combustion engine, in return to be able to lift the load on the remaining active cylinder.

Typically, the maximum representable torque is limited by the air mass in the cylinders, so by a filling of the cylinder, which is set via the air pressure. After a request to switch on the cylinder deactivation, the charge must first be increased to such an extent that the remaining active cylinders can continue to represent the same effective torque after the change. This is a slow process. Due to the increasing filling on all cylinders results in an additional torque, which is reduced by a deterioration of the efficiency to the target torque. After reaching the new target filling, the deactivation of a part of the cylinder takes place. This eliminates the additional torque, at the same time the deterioration of the efficiency is withdrawn. Upon deactivation of the cylinder deactivation, the deactivated cylinders are immediately reactivated upon a request to switch off cylinder deactivation. By activating the cylinders with unchanged high filling results in an additional torque, which must be compensated by a deterioration in efficiency. With the slow degradation of the filling, the deterioration of the efficiency is reduced.

To increase the ride comfort during cylinder deactivation beat the DE 10 2009 037 195 A1 , the DE 10 2005 038 1225 A1 and the US 8,234,052 B2 a torque balance by means of an electric motor. However, this use leads to increased energy consumption of the hybrid vehicle.

In the operation of motor vehicles, the load request often changes dynamically at short intervals, e.g. by acceleration or deceleration requirements of the driver. The maximum power can only be provided if all cylinders are active. For good efficiency at partial load, however, the cylinders must be deactivated. Decisive for the performance of the system is thus a rapid change of state, which preferably takes place as loss-free and without repercussions on the torque, in particular without load impacts.

Decisive for setting the load state of an internal combustion engine is the cylinder filling, which is set via the pressure. So if the number of active cylinders is halved, the pressure must be doubled. If these cylinders are reactivated, the pressure must be halved. This pressure change is a slow process whose dynamics are insufficient to avoid load impacts. For rapid change of the output torque (until the slow process of pressure change is completed) must in the gasoline engine, the efficiency, for example, the ignition angle or a generator engagement of an electric motor, as in DE 10 2005 038 125 A1 and the DE 2013 004 008 A1 described, deteriorates, the diesel engine, the fuel in unfavorable proportion of air to be implemented under increased pollutant emissions.

The result of these relationships is that state changes of the cylinder deactivation initially cause a disadvantage. During shutdown these losses must be overcompensated by better efficiency. Furthermore, load states in which there is nominally an advantage through switch-off can not be used if a duration until the so-called "break-even" or a neutral energy balance is too long and is unlikely to be achieved in dynamic operation.

The DE 10 2013 207 341 A1 and DE 10 2010 036 148 A1 describe methods for operating a hybrid vehicle, wherein it is determined taking into account different parameters, whether an electric and / or internal combustion engine drive of the hybrid vehicle is preferred. However, the problem of cylinder deactivation is not discussed.

The object of the present invention is to provide a method, a motor control and a hybrid vehicle which at least partially overcome the above-mentioned disadvantages.

This object is achieved by the inventive method for performing a switching operation in a hybrid vehicle according to claim 1, the engine control according to the invention according to claim 9 and the hybrid vehicle according to claim 10.

• Umschalten in die zweite Betriebsart;
• Betreiben der elektrischen Antriebsmaschine in einem generatorischen Modus bis zum Umschalten in die zweite Betriebsart oder in einem motorischen Modus ab dem Umschalten in die zweite Betriebsart;
• Umschalten in die erste Betriebsart; und
• Betreiben der elektrischen Antriebsmaschine in dem generatorischen Modus ab dem Umschalten in die erste Betriebsart oder in dem motorischen Modus bis zum Umschalten in die erste Betriebsart.

According to a first aspect, the invention relates to a method for performing a switching operation in a hybrid vehicle having an internal combustion engine and an electric drive machine, the switching operation switching from a first operating mode of the internal combustion engine to a second operating mode of the internal combustion engine and switching from the second operating mode in the contains first mode, wherein a cylinder filling after reaching the second mode is higher than after reaching the first mode, comprising:

• Switching to the second mode;
• Operating the electric drive machine in a generator mode until switching to the second mode or in a motor mode from the time of switching to the second mode;
• Switching to the first operating mode; and
• Operating the electric drive machine in the generator mode from the switchover to the first mode or in the motor mode until switching to the first mode.

In a second aspect, the invention relates to an engine controller of a hybrid vehicle having an internal combustion engine and an electric drive machine configured to carry out a method of performing a switching operation in a hybrid vehicle according to the first aspect.

According to a third aspect, the invention relates to a hybrid vehicle having an internal combustion engine and an electric drive machine, which comprises an engine controller according to the third aspect.

Further advantageous embodiments of the invention will become apparent from the subclaims and the following description of preferred embodiments of the present invention.

The present invention relates to a method for performing a switching operation in a hybrid vehicle with an internal combustion engine, such as a gasoline engine or a diesel engine, and an electric drive machine, which can preferably transmit power to the internal combustion engine. The electric drive machine may be operatively connected directly or indirectly to the internal combustion engine, for example by means of a belt-driven ratio stage in the case of vehicles having a belt starter generator acting directly on the crankshaft of the internal combustion engine in the case of vehicles with crankshaft starter generator, or via a coupling, in particular a separating clutch. The internal combustion engine can also have a device for cylinder deactivation, in particular a device for the temporary shutdown of at least one cylinder of the internal combustion engine during operation of the internal combustion engine.

The switching operation includes switching from a first mode of the internal combustion engine to a second mode of the internal combustion engine and switching from the second mode back to the first mode. In this case, a cylinder filling after reaching the second mode is higher than after reaching the first mode. The first operating mode and / or the second operating mode may be target operating modes which are maintained for a predetermined period of time, in particular over a longer period of time. The second mode may be more efficient than the first mode. In this case, the internal combustion engine in the second operating mode may preferably deliver a higher crankshaft power per inserted fuel unit than in the first operating mode.

In an internal combustion engine having a device for cylinder deactivation, the first mode of operation may be an operation of the internal combustion engine in which all cylinders of the internal combustion engine are active or a current operation of the internal combustion engine in which, for example, a part of the cylinders of the internal combustion engine is inactive. The second mode may be an operation in which fewer cylinders of the internal combustion engine are active than in the first mode. For example, in a 6-cylinder engine, the first mode may be four active cylinders and the second mode be operation with three active cylinders.

According to the inventive method is switched from the first mode to the second mode, wherein the electric drive machine is operated until switching to the second mode in a regenerative mode or from switching to the second mode in a motor mode.

Due to the operation of the electric drive machine in the regenerative mode can be provided by the electric drive machine, a regenerative torque that compensates for an increase in torque of the internal combustion engine due to the preparation of switching to the second mode. By switching to the second operating mode, the regenerative torque of the electric drive machine can be set to zero. As a result, excess torque of the internal combustion engine can be converted into electrical energy and, for example, temporarily stored in an electric battery and / or used elsewhere.

Due to the operation of the electric drive machine in the motor mode can be switched immediately in a request of the second mode immediately in the second mode. A drop in torque due to switching to the second mode can be compensated by the motor torque of the electric drive machine. Subsequently, the torque of the electric drive machine according to the structure of the torque of the internal combustion engine can be reduced. Thereby, the torque of the internal combustion engine in the second mode is preferably increased. The increase in the torque of the internal combustion engine is dependent, in particular, on the increase in the cylinder charge. In the second mode, preferably less cylinders are active, whereby immediately after the switchover, the consumption of air mass is lower, while the supply of the air mass is unchanged. The torque of the internal combustion engine can thus be increased faster than without the engine operation of the electric drive machine.

Further, according to the method of the present invention, the second mode is switched back to the first mode, and the electric machine is operated in the motor mode from the switching to the first mode in the generator mode or until switching to the first mode.

Due to the operation of the electric drive machine in generator mode, a regenerative torque can be provided by the electric drive machine, which compensates for an increase in the torque of the internal combustion engine by switching to the first mode. After switching to the first operating mode, the regenerative torque can be canceled. This change allows the excess torque to be converted into electrical energy, e.g. cached in an electric battery and / or otherwise used.

Due to the operation of the electric drive machine in the engine mode, a reduction of the torque of the internal combustion engine can be compensated. After reaching a predetermined state can be switched back to the first mode and the motor torque of the electric drive machine are set to zero. However, the fuel consumption can be kept lower due to a longer operation of the internal combustion engine in the second mode than without the operation of the electric drive machine.

By the operation of the electric drive machine to switch or from switching to another mode of the internal combustion engine energy consumption when changing the operating modes of the internal combustion engine can be reduced and a time to achieve a consumption advantage by switching to the second mode can be shortened.

In some embodiments, switching from the first mode to the second mode may be to enable cylinder deactivation of the internal combustion engine and switching from the second mode to the first mode may be to disable cylinder deactivation.

The cylinder deactivation usually serves to increase the efficiency of the internal combustion engine during operation. The operating principle is that at low loads of the internal combustion engine, a part of the cylinder is turned off, and accordingly the load of the active cylinder is raised. This increases the efficiency of the active cylinders while minimizing the losses of the deactivated cylinders.

A combination of a deactivation and a subsequent activation of cylinders or the switching operation from the first operating mode to the second operating mode and from the second operating mode to the first operating mode initially requires additional energy expenditure. The higher the additional effort, the longer the internal combustion engine has to be switched off Cylinders are operated, that in sum, a consumption advantage can be achieved. By the operation of the electric drive machine according to the invention, a consumption advantage can be achieved earlier.

In detail, the electric drive machine may be regenerative for mode change, for example, turning on cylinder deactivation, i. a reduction of the active cylinder, be used. In this case, a regenerative torque can be provided by the electric drive machine, which compensates for an increase in torque of the internal combustion engine from increased charge. By switching on the cylinder deactivation, the regenerative torque of the electric drive machine can be reset to zero. By this method, the fuel consumption can be maintained and excess torque converted into electrical energy and cached for example in an electric battery and / or otherwise used.

Alternatively, the electric drive motor can be used by motor to change the operating mode. Upon a request to turn on the cylinder deactivation, the cylinders may be shut down immediately. Since the filling of the internal combustion engine is still unchanged, a drop in torque may result, which can be compensated by a motor torque of the electric drive machine. Subsequently, the filling structure can take place while the torque of the electric drive machine can be correspondingly reduced. The structure of the filling can be done faster than without the operation of the electric drive machine, since only the active cylinder consume the air. In this case, the fuel consumption by the immediate turning on the cylinder deactivation may be lower than in the case that the electric drive machine is operated in the regenerative mode.

When switching to the first mode, ie when switching off the cylinder deactivation, the electric drive machine can be used as a generator for the change of operating mode. By the electric drive machine, a regenerative torque can be provided, which compensates for the increase of the torque of the internal combustion engine by activating the cylinder at high charge. With the slow degradation of the filling of the internal combustion engine, the regenerative torque can be withdrawn. Through this change, the fuel consumption can be maintained and excess torque converted into electrical energy and cached for example in an electric battery and / or used otherwise.

Alternatively, the electric drive motor can be used by motor to change the operating mode. If the cylinder deactivation request is disabled, the cylinders can not be reactivated immediately. First, the filling can be removed. The concomitant reduction of the torque of the internal combustion engine can be compensated by the motor torque of the electric drive machine. After reaching the new target filling can be done with the activation of the cylinder operating state change and the motor torque of the electric drive machine are set to zero. For this process, the fuel consumption may be lower due to the longer stay in the cylinder deactivation compared to the regenerative mode.

By the operation of the electric drive machine, it can lead to a reduction in the total energy consumption during the mode change, a reduction in the time to reach a consumption advantage and an increase in the operating range with disabled cylinders.

The inventive method for performing a switching operation in a hybrid vehicle can also be used in other switching operations. It is crucial that a slow but more advantageous method and a faster, but more disadvantageous, method are available to set the operating point. In the gasoline engine, for example, this may be the load control via the air mass (charge) and the load control by efficiency degradation (usually via the ignition angle), with the fuel consumption as an advantage.

In some embodiments, the electric prime mover may be operated in regenerative mode when switching to the second mode in regenerative mode or in motor mode and when switching to the first mode or operating in the motor mode when switching to the second mode and when switching to the first mode become. The combination of the operating modes of the electric drive machine may be predetermined or, as will be described in detail below, determined depending on the situation prior to each mode change or before each change to the second or first mode.

For example, two changes can be combined with regenerative use of the electric drive machine. By the electric drive machine, a regenerative moment can be provided in both changes, which increases the torque of the Internal combustion engine compensated from increased charge. This increases the efficiency in both changes to a higher level. Although fuel consumption can not be reduced directly by this method, electrical energy can be generated from the efficiency advantage or the excess torque and buffered, for example, in an electric battery.

Alternatively, switching on the cylinder deactivation with motor use of the electric drive machine and switching off the cylinder deactivation with regenerative use of the electric drive machine can be combined. Upon a request to turn on the cylinder deactivation, the cylinders may be shut down immediately, with the torque falling to a low level below the desired torque. This can be compensated by a motor torque of the electric drive machine using electrical energy. Switching off the cylinder deactivation can be done again with generator intervention. Due to this combination, it can be assumed in real-world operation that the cylinder deactivation is limited in time, and that this prerequisite is used to compensate for an electrical energy balance. In this case, the switching-on of the cylinder shut-off can preferably be carried out by motor, because the structure of the filling can take place more quickly and thus not only the efficiency increases faster, but also a lot of output electrical energy fails. Also, a quick change of advantage, since in real operation otherwise a superimposed increase in the target torque can extend the undesirable transition state. Switching off the cylinder deactivation can be carried out as a generator since, in real operation, exiting the cylinder deactivation often precedes (or is triggered by the increase) the setpoint torque. anyway a higher filling is required.

Alternatively, two changes can be combined with motor use of the electric drive machine. By the electric drive machine, a motor torque can be provided in both changes, which compensates for the change in the torque of the internal combustion engine due to the change in the filling. Upon a request to turn on the cylinder deactivation, the cylinders may be shut down immediately, with the torque falling to a low level below the desired torque. This can be compensated by a motor torque of the electric drive machine using electrical energy. Upon a request to turn off the cylinder deactivation, the charge may be slowly reduced while the deactivated cylinders remain off. This results in a continuous decrease in the torque of the internal combustion engine, which can be compensated by a motor torque of the electric drive machine using electrical energy. As soon as a reduced nominal charge is reached, the deactivated cylinders can be switched on and the engine torque of the electric drive machine can be dispensed with. Although this combination has a negative energy balance, it is suitable in cases where there is an excess of electrical energy that needs to be consumed.

In some embodiments, the electric drive machine may be operated so that a torque of the electric drive machine is changed simultaneously with the switching to the second mode and simultaneously with the switching to the first mode. When switching on the cylinder deactivation, for example, the amount of negative torque of the electric drive machine in regenerative mode can suddenly decrease and increase the amount of positive torque of the electric drive machine in the motor mode by leaps and bounds. Accordingly, when turning off the cylinder deactivation, for example, the amount of the negative torque of the electric drive machine in the regenerative mode may increase abruptly and the amount of the positive torque of the electric drive machine in the motor mode may abruptly decrease. An abrupt change may still be present if the torque of the electric machine changes at a rate of change which is at least 95% of a maximum possible rate of change, in particular with the maximum possible rate of change. The course of the erratic change can therefore vary depending on the design of the electrical machine.

In some embodiments, the abrupt change in the torque of the electric drive machine may be a change in torque from 0 Nm or to 0 Nm.

Thus, the operation of the electric drive machine when switching to the second mode or when switching to the first mode is started or stopped.

Alternatively, the abrupt change in the torque of the electric drive machine may be a change in the torque from an arbitrary value, for example a constant value, or to a constant value, for example a constant value. Thus, the electric drive machine before, during and / or after provide torque to the switching operation in parallel to the internal combustion engine.

Alternatively, the electric drive machine can be operated so that a torque of the electric drive machine from shortly before switching to the second mode until shortly after switching to the second mode and from just before switching to the first mode until shortly after switching to the first operating mode quickly, in particular with a rate of change that is at least 95% of the maximum possible rate of change, in particular with the maximum possible rate of change is changed.

In some embodiments, when the electric drive machine is operated as a generator when switching to the second mode, a torque of the internal combustion engine increase prior to switching to the second mode and an amount of torque of the electric drive machine, which is a negative torque increase accordingly. At the time of switching then the regenerative torque of the electric drive machine can be suddenly reduced.

In some embodiments, when the electric drive machine is operated to operate in the second mode, starting from the switching to the second mode, a torque of the internal combustion engine and a magnitude of the torque of the electric drive machine, which is a positive torque, decrease accordingly. At the time of switching to the second mode, the regenerative torque of the electric drive machine can then increase suddenly and then slowly decrease.

In some embodiments, when the electric drive machine is operated as a generator when switching to the first mode, the torque of the internal combustion engine decrease from the switchover to the first mode and decrease the amount of torque of the electric drive machine, which is a negative torque accordingly. At the time of switching then the regenerative torque of the electric drive machine can skyrocket and then slowly reduced.

Alternatively, when the electric drive machine is operated by a motor when switching to the first mode, from the switching to the first mode, the torque of the internal combustion engine may increase and the amount of the torque of the electric drive machine, which is a positive torque, correspondingly increase. At the time of switching then the motor torque of the electric drive machine can be suddenly reduced.

In some embodiments, an operating mode of the electric drive machine when switching to the second mode and / or when switching to the first mode of at least one command variable, for example, one or more command variables, the hybrid vehicle depend. It can therefore be determined as a function of the at least one reference variable, whether the electric drive machine is operated in a mode change in the regenerative mode or in the motor mode. Depending on the at least one reference variable, a combination of the operating modes when switching to the second operating mode and back to the first operating mode can also be determined. The at least one reference variable is preferably a variable that influences the hybrid vehicle, in particular the drive train of the hybrid vehicle and / or a component thereof.

In some embodiments, the reference variable may be an actual state of charge (SOC) of a battery of the hybrid vehicle, a desired state of charge of the battery of the hybrid vehicle, a desired change of an actual state of charge, an actual electrical energy demand of the hybrid vehicle, an actual Speed of the hybrid vehicle, another state quantity of the hybrid vehicle, an environment size of the hybrid vehicle, or information derived from a driving profile, or derived from one or more of these quantities. The state of charge can be defined, for example, via a current integral, ie a charge of the battery, and / or via a power integral, ie an energy content of the battery. Alternatively or additionally, the state of charge can be indicated in relation to a gross energy content of the battery, a usable net energy content of the battery and / or another band to be used ("window") within the available net energy content and / or for further Be defined by nature. The actual energy demand may be from a number of active electrical loads, such as consumer controlled vehicle occupants such as seat heaters, entertainment devices and the like and / or consumers not controlled by the vehicle occupants such as control units, electrical sensors, electric actuators in the drive train and the like and / or other electrical consumers be dependent. The other state variable of the hybrid vehicle may be an acceleration of the hybrid vehicle, a fuel supply, a temperature of a fuel such as fuel, oil and / or cooling water, a temperature of a component such as the internal combustion engine, the electric drive machine and / or the battery, an aging or Wear state of a component or the like. The environmental condition may be a current grade of the road, an outside temperature, a humidity, an air pressure, or the like. The information derived from a driving profile may contain navigation data and / or data of a driver assistance system. The navigation data may be a slope of an upcoming route, a height difference to be negotiated, an announced traffic situation, a maximum speed on an upcoming route or the like. The navigation data and / or data of the driver assistance system may include data of a system installed in the vehicle, for example a navigation system and / or a driver assistance system, data of a system coupled to the vehicle, for example a mobile telephone or external navigation system, or data which is externally available to the vehicle be, for example, data from a car-to-car communication or a car-to-cloud communication.

In some embodiments, when switching to the second mode and switching to the first mode, the mode of operation of the electric machine may depend on the command upon switching to the second mode or depending on the command when switching to the second mode when switching to the second mode and when switching to the first mode of the reference variable when switching to the first mode depend.

For example, the reference variable can be evaluated in each case when changing over to the second operating mode, in particular immediately before a change to the second operating mode, in order to select the operating mode of the electric drive machine based on this evaluation. In an alternative solution, the evaluation of the reference variable at each change, especially immediately before each change take place. Correspondingly, a suitable operating mode can be defined for each change individually on a case-by-case basis.

In some embodiments, when the command variable indicates that the battery is to be charged, the electric drive machine may be operated in regenerative mode when switching to the second mode in regenerative mode and / or when switching to the first mode when the command variable indicates in that the battery is to be discharged, operated in the motor mode when switching to the second mode in the motor mode and / or when switching to the first mode, and / or when the reference variable indicates that the state of charge of the battery is to be maintained , when switching to the second mode in the motor mode and when switching to the first mode in regenerative mode are operated.

The command variable may indicate that the battery should be charged if it falls below a first threshold, indicates that the battery should be discharged if it exceeds a second threshold, and indicates that the state of charge should be maintained when it is takes a value in a range from the first threshold to the second threshold. For example, the battery should be charged when the actual state of charge is low, for example below 40%, discharged when the actual state of charge is high, for example above 80%, and neither charged nor discharged when the actual state of charge is high. Charge state at a mean value, for example in a range of 40% to 80%. However, the first and the second threshold value can be chosen arbitrarily.

Alternatively, it can be determined as a function of the reference variable how a state of charge of the battery is to be adjusted, for example, if the state of charge should be increased (charge request), if the state of charge should be reduced (discharge request) or if the state of charge should be maintained (neither charge nor still unloading wish). Thus, the reference variable again indicates that the battery should be charged or discharged or its charge state should be maintained. Depending on a corresponding requirement, the operating mode of the electric drive machine can then be defined.

The requirement for charging or discharging can either be dependent on a desired state, for example high or low nominal state of charge, or depending on the actual state, for example charging at low state of charge or discharging at high state of charge, or directly be defined as a target change, for example, charging request or Entladewunsch.

For example, assuming that there is a discharge request at a high state of charge, no charge / discharge at a medium state of charge, and a charge request at a low state of charge, three possible cases may arise, which will be described below.

In the case of a charging request, both changes, ie the change to the second operating mode and the change back to the first operating mode, can be carried out as a generator. In particular, a positive charge balance can be built up and the state of charge of the battery increases. The electrical energy can be obtained without additional fuel, as well as without Support by the electric drive machine anyway a torque would have to be reduced.

If there is neither a loading nor a unloading request, the change to the second operating mode can be carried out by motor, and the change back to the first operating mode can be carried out as a generator. This can result in an advantage in terms of fuel consumption. At the same time, in particular, the state of charge only increases moderately, since motor and generator changes partly compensate each other.

If there is a discharge request, both changes can be carried out by motor. In this case, in particular, there is a high saving in fuel consumption, but also an increased use of electrical energy. In this case, however, a drop in the state of charge is preferably desired. So even a possibly poor ratio of electrical energy used for fuel savings in alternation can be accepted.

Alternatively, the operating mode can also be determined as a function of the actual electrical energy requirement of the hybrid vehicle. If the actual electrical energy demand is high, for example because of a large number of active electrical consumers, this may indicate that the battery is to be charged.

Alternatively, the operating mode can also be determined as a function of the actual speed of the hybrid vehicle. Thus, for example, a high speed as a reference variable may indicate that the battery should be discharged, as a result of an expected subsequent braking with recuperation by the conversion of kinetic energy into electrical energy anyway charging is performed, in the case of a low state of charge of the battery may be advantageous.

As an alternative, the operating mode can also be defined as a function of an expected driving profile. For example, a slope of a calculated future travel distance as a reference variable may indicate that the battery should be charged or discharged or should neither be charged nor discharged. For example, a future downhill run may indicate that the battery should be discharged, as during this downhill drive energy is gained by recuperative braking to charge the battery.

The operating mode of the electric machine when switching to the second mode and / or when switching to the first mode may depend on two or more reference variables that differ from each other. The above-described command values can thus be combined in order to be able to set the operating mode of the electric drive machine even more reliably when switching over the operating modes of the internal combustion engine.

In some embodiments, the operating mode of the electric machine when switching to the second mode and / or when switching to the first mode of the actual state of charge of a battery of the hybrid vehicle, the desired state of charge of the battery of the hybrid vehicle or the desired change of the actual State of charge as a first reference variable of the hybrid vehicle and a second reference variable and optionally at least one further reference variable, which differ from the first reference variable and from each other depend. The above-described command quantities may be combined to determine the operating mode of the electric drive machine. For example, the operating mode may depend on the actual state of charge, the desired state of charge and the vehicle speed. Alternatively, the operating mode may depend on the desired change in the state of charge and the planned route. Many other combinations are also possible and useful.

In summary, by the described method, a reduction in the energy consumption in operating mode change, a reduction in the time to reach a consumption advantage and an increase in the operating range with deactivated cylinders can be achieved.

The present invention further relates to an engine controller of a hybrid vehicle having an internal combustion engine and an electric drive machine configured to carry out a method of performing a switching operation in a hybrid vehicle as described in detail above. The engine controller is configured to switch the internal combustion engine to the second operating mode, to operate the electric drive engine in a regenerative mode until switching to the second operating mode in a regenerative mode or from switching to the second operating mode, to switch the internal combustion engine to the first operating mode and to operate the electric drive machine in the motor mode from the switchover to the first mode in the generator mode or until switching to the first mode.

The engine controller may include a processor configured to execute instructions for carrying out the method of the invention. These instructions can be stored in a data memory of the engine control.

The present invention further relates to a hybrid vehicle having an internal combustion engine and an electric drive machine including a motor controller formed as described above.

• 1 eine schematisch Darstellung einer Antriebsvorrichtung eines Hybridfahrzeugs mit einer Verbrennungskraftmaschine und einer elektrischen Antriebsmaschine;
• 2 eine Übersicht über die Zustände der Antriebsvorrichtung während einer Zylinderabschaltung ohne Betrieb der elektrischen Antriebsvorrichtung;
• 3 ein Flussdiagramm eines ersten Ausführungsbeispiels eines Verfahrens zum Durchführen eines Umschaltvorgangs in einem Hybridfahrzeug;
• 4 eine Übersicht über die Zustände der Antriebsvorrichtung während eines Umschaltvorgangs gemäß dem ersten Ausführungsbeispiel;
• 5 ein Flussdiagramm eines zweiten Ausführungsbeispiels eines Verfahrens zum Durchführen eines Umschaltvorgangs in einem Hybridfahrzeug;
• 6 eine Übersicht über die Zustände der Antriebsvorrichtung während eines Umschaltvorgangs gemäß dem zweiten Ausführungsbeispiel;
• 7 ein Flussdiagramm eines dritten Ausführungsbeispiels eines Verfahrens zum Durchführen eines Umschaltvorgangs in einem Hybridfahrzeug;
• 8 eine Übersicht über die Zustände der Antriebsvorrichtung während eines Umschaltvorgangs gemäß dem dritten Ausführungsbeispiel;
• 9 ein erstes schematisches Diagramm zum Festlegen eines Betriebsmodus der elektrischen Antriebsmaschine; und
• 10 ein zweites schematisches Diagramm zum Festlegen eines Betriebsmodus der elektrischen Antriebsmaschine.

Embodiments of the invention will now be described by way of example and with reference to the accompanying drawings. Show it:

• 1 a schematic representation of a drive device of a hybrid vehicle with an internal combustion engine and an electric drive machine;
• 2 an overview of the states of the drive device during a cylinder deactivation without operation of the electric drive device;
• 3 a flowchart of a first embodiment of a method for performing a switching operation in a hybrid vehicle;
• 4 an overview of the states of the drive device during a switching operation according to the first embodiment;
• 5 a flowchart of a second embodiment of a method for performing a switching operation in a hybrid vehicle;
• 6 an overview of the states of the drive device during a switching operation according to the second embodiment;
• 7 a flowchart of a third embodiment of a method for performing a switching operation in a hybrid vehicle;
• 8th an overview of the states of the drive device during a switching operation according to the third embodiment;
• 9 a first schematic diagram for determining an operating mode of the electric drive machine; and
• 10 a second schematic diagram for determining an operating mode of the electric drive machine.

1 schematically shows a drive unit 1 a hybrid vehicle. The drive unit 1 includes an internal combustion engine in the form of a gasoline engine 10 with a device for cylinder deactivation 100 and an electric motor 11 , The electric motor 11 is by means of a belt 12 executed translation stage with the gasoline engine 10 operatively connected. The gasoline engine 10 and the electric motor 11 are coupled via a drive axle with wheels (not shown) of the hybrid vehicle.

To control the gasoline engine 10 and the electric motor 11 includes the drive unit 1 continue a motor control 13 that have data cables 14 with the gasoline engine 10 and the electric motor 11 connected is. The engine control 13 Among other things, it is designed to switch the cylinder deactivation and off again.

Conventionally, the cylinder deactivation becomes as below with reference to 2 described, switched on and off without the use of the electric motor. 2 shows in diagram A a time course 20 a request for cylinder deactivation. The history 20 jumps from 0 to 1 at t ₁ , remains at 1 until t ₃ and jumps back to 0 at t _3. Diagram B the 2 shows a time course 21 the cylinder deactivation, ie a deactivation of cylinders of the internal combustion engine. The history 21 jumps from 0 to 1 at t ₂ , remains at 1 until t ₃ and jumps back to 0 at t _3. Diagram C shows the time course 22 from the air mass (cylinder filling) maximum representable torque of the internal combustion engine without cylinder deactivation and the time course 23 the maximum of the air mass (cylinder filling) representable torque of the internal combustion engine with cylinder deactivation. Both gradients increase at t _{1 on} the basis of a constant course at the value M _mzo or M _oz0 to t ₂ , remain between t ₂ and t ₃ at a value M _oz0 or M _oz1 , sink between t ₃ and t ₄ and go at 4 in a constant course at the value M _mzo or M _oz0 on. Diagram D shows a time course 24 the efficiency η of the internal combustion engine. The history 24 decreases at t _1, starting from a constant curve at the value η ₀ to t ₂ to the value η ₁ , jumps at t ₂ to a higher value η ₂ , which is maintained until t ₃ , jumps at purchase the lower value η ₁ , rises to 4 and goes over at 4 in a constant course at the value η ₀ . Diagram E shows a time course of the electrical energy balance of the drive device. The energy balance is constantly at zero.

The process is illustrated for the sake of clarity of a quasi-stationary case, ie the target torque is constant over time and has the value M _oz0 . In the transient case, the setpoint torque may change over time, along with which the absolute values of M _oz0 , M _oz1 and M _mz0 change over time so that M _oz0 remains equal to the setpoint moment. After a request to turn on the cylinder deactivation at t ₁ , first the cylinder filling and thus the torque is increased. The resulting additional torque is reduced by deterioration of the efficiency to the target torque M _oz0 . As soon as the required torque could be displayed in the cylinder deactivation, the cylinder deactivation takes place at t ₂ . The deterioration of the efficiency is withdrawn, the efficiency increases at t ₂ to the high level η _{2 of} the cylinder deactivation. When the cylinder deactivation request ends at t ₃ , the cylinder deactivation occurs immediately. Because the cylinder _charge is still high, the torque of the internal combustion engine rises to the high level M _oz1 without cylinder _deactivation . To limit the torque to the target torque, the efficiency at t _{3 is} degraded. With decreasing filling between t ₃ and t 4, the torque decreases and the deterioration of the efficiency can be withdrawn.

A first embodiment of a method 3 for performing a switching operation in a hybrid vehicle is shown in the form of a flowchart in FIG 3 shown. The first embodiment supports the switching on and off of the cylinder deactivation by a generator engagement of the electric motor.

at 30 is requested at the time t _1, the switching of the cylinder shutdown, as the time course 40 the request of cylinder deactivation by the jump from 0 to 1 in 4 shows.

at 31 As a result of the cylinder deactivation request, the cylinder charge is increased, resulting in the torque increase 420 between t ₁ and t ₂ , which in the in diagram C in 4 shown torque curve 42 is shown without cylinder deactivation of the internal combustion engine.

at 32 is increased simultaneously with the increase in the cylinder charge between t ₁ and t _2, an amount of a regenerative torque of the electric motor, which as a torque reduction 460 in the diagram C in 4 shown torque curve 46 of the electric motor is shown.

at 33 At time t _2, the cylinder deactivation is switched on, ie cylinders of the internal combustion engine are deactivated. At time t ₂ , a predetermined cylinder filling is reached, in which a predetermined torque of the internal combustion engine without cylinder shutdown is achieved, which in diagram C of 4 marked M _oz1 . For the same cylinder _fill , a requested target torque, marked M _oz0 , can also be displayed in the cylinder _deactivation , as in diagram C in 4 through course 43 shown. After switching on the cylinder deactivation, the internal combustion engine gives a torque corresponding to course 43 , So the target torque M _oz0 from.

at 34 is deactivated simultaneously with the switching on the cylinder deactivation at t _{2 of} the electric motor, so that this according to the course 46 in diagram C the 4 a torque of 0Nm, so no torque supplies.

Like the course 44 the efficiency η of the internal combustion engine in diagram D of 4 shows, the efficiency of the internal combustion engine increases between t ₁ and t ₂ and remains between t ₃ and 4 at a constant value η ₂ . In addition, shows an electrical energy balance, their course 45 in diagram E the 4 shown is a rise 450 between t ₁ and t ₂ and a constant course between t ₂ and t ₃ .

at 35 At time t _3, a switch-off of the cylinder deactivation is requested and, at the same time, the cylinder deactivation is switched off. This is reflected in the progressions 40 and 41 of the 4 as a jump from 1 to 0 at t ₃ . By switching off the cylinder deactivation, the internal combustion engine gives a torque according to course 42 of the 4 from.

at 36 is from the time t _3, the cylinder filling is reduced, resulting in the torque drop 421 in the diagram C in 4 shown torque curve 42 the internal combustion engine leads.

at 37 is simultaneously increased with the reduction of the cylinder charge at t _3, an amount of the regenerative torque and then lowered to 4 again to zero, which as a torque reduction 461 in the diagram C in 4 shown torque curve 46 of the electric motor is shown.

Like the course 44 the efficiency η of the internal combustion engine in diagram D of 4 shows, the efficiency of the internal combustion engine decreases between t ₃ and 4. In addition, the electrical energy balance, their course shows 45 in diagram E the 4 is shown a further increase 451.

In the first embodiment, both operating mode changes are combined with regenerative use of the electric motor. It is provided by the electric motor in both changes regenerative moment, which compensates for the increase of the torque of the internal combustion engine from increased charge. This increases the efficiency in both changes to a higher level. Although fuel consumption is not reduced directly by this method, electrical energy is generated from the efficiency advantage by the excess torque and stored, for example, in an electric battery.

A second embodiment of a method 5 for performing a switching operation in a hybrid vehicle is shown in the form of a flowchart in FIG 5 shown. The second embodiment supports the switching on of the cylinder deactivation by a motor engagement of the electric motor and the switching off of the cylinder deactivation by a generator engagement of the electric motor.

at 50 is requested at the time t _1, the switching of the cylinder shutdown, as the time course 60 a request to turn on a cylinder deactivation in 6 as a jump from 0 to 1 shows.

at 51 At the same time, the cylinder deactivation is switched on at the time t ₁ , as is the time profile 61 the cylinder deactivation in 6 as a jump from 0 to 1 shows.

at 52 as a result, t ₁ directly reduces the torque from the curve 62 on the course 63 , ie from M _oz0 to M _mz0 . From t ₁ , the cylinder charge is increased, resulting in the torque increase 630 in the diagram C in 6 shown torque curve 63 with cylinder deactivation of the internal combustion engine results.

at 53 At the same time as the switching-on of the cylinder deactivation, an amount of a motor torque of the electric motor is suddenly increased at t ₁ , and then lowered slowly between t ₁ and t ₂ , resulting in a torque reduction 660 in the diagram C in 6 shown torque curve 66 of the electric motor is shown.

at 54 the electric motor is deactivated at time t ₂ . At time t ₂ is a predetermined torque of the internal combustion engine M _oz0 in diagram C of 6 reached.

Like the course 64 the efficiency η of the internal combustion engine in diagram D of 6 shows, the efficiency of the internal combustion engine between t ₁ and t ₂ increases. In addition, shows an electrical energy balance, their course 65 in diagram E the 6 shown is a waste 650 to a negative value E ₁ .

Switching off the cylinder deactivation is analogous to 35 to 38 of the first embodiment and will therefore not be described in detail.

Like the course 64 the efficiency of the internal combustion engine in diagram D of the 6 shows, the efficiency of the internal combustion engine between t ₃ and t ₄ decreases. In addition, the electrical energy balance, their course shows 65 in diagram E the 6 shown is a rise 651 to a positive value E ₂ .

In the second embodiment, switching on the cylinder deactivation with motor use of the electric drive machine and switching off the cylinder deactivation with regenerative use of the electric drive machine is combined. Upon a request to turn on the cylinder deactivation, the cylinders are immediately shut down, the torque drops to a low level M _mzo below the target torque M _oz0 . This is compensated by a motor torque of the electric motor using electrical energy. Switching off the cylinder deactivation takes place again with generator intervention. This combination is particularly advantageous because it can be assumed in real operation that the cylinder shutdown is limited in time, and this condition can be used for balancing the electrical energy balance.

In this case, the switching on of the cylinder deactivation is carried out by a motor, which leads directly to an efficiency advantage and thus to a fuel saving. The structure of the filling can be done faster because the already located in the cylinder deactivation operation internal combustion engine absorbs a lower air mass flow. This achieves a better response and the switching process is shortened. As a result, not only the efficiency increases faster, but also the electrical engagement is shortened, whereby the amount of electrical energy output is smaller. The requirement for the required electrical torque is also lower than for a regenerative engagement. Also, a quick change of advantage, since in real operation otherwise a superimposed increase in the target _torque M _{oz0 can extend} the undesirable transition state, since not only for the transition, but at the same time for the increase of the target _torque M _oz0 filling must be established. Switching off the cylinder deactivation is regenerative, since in real operation leaving the cylinder deactivation often precedes an increase in the desired torque (or is triggered by the increase), ie, anyway, a higher charge is required. A generator intervention is advantageous here, since an immediate shutdown of the cylinder deactivation is possible, ie it is directly the torque of all cylinders available. The high filling is also advantageous, since an increased or even further increasing filling requirement can be foreseen as a result of the rising nominal torque. In addition, in actual operation at the time the cylinder _{deactivation is activated,} the set torque M _{oz0 is} often lower than at the time when the cylinder deactivation was deactivated. Thus, the amount of torque required 660 again less than the amount of torque 661 , which also reduces the energy consumption 650 by the turn-on is again lower than the recovered energy 651 ,

A third embodiment of a method 7 for performing a switching operation in a hybrid vehicle is shown in the form of a flowchart in FIG 7 shown. The third embodiment supports the switching on of the cylinder deactivation and also the switching off of the cylinder deactivation by a motor intervention of the electric motor.

Switching on the cylinder deactivation takes place at 70 to 74 analogous to 50 to 54 of the second embodiment and is therefore not described in detail.

at 75 At time t _3, a switch-off of the cylinder deactivation is requested. This is reflected in the course 80 of the 8th as a jump from 1 to 0 at t ₃ .

at 76 From the time t _3, the cylinder filling is reduced, resulting in the continuous torque drop 831 between t ₃ and 4 in the in diagram C in 8th shown torque curve 83 the internal combustion engine leads.

at 77 is simultaneously with the reduction of the cylinder filling at t _3, an amount of the motor torque of the electric motor continuously increased between t ₃ and 4, which as an increase in torque 861 in the diagram C in 8th shown torque curve 86 of the electric motor is shown. The decrease in the torque of the internal combustion engine is thus compensated by the engine torque of the electric motor.

at 78 At t _4, the cylinder deactivation is switched off, ie the deactivated cylinders are activated. This is reflected in the course 81 of the 8th as a jump from 1 to 0 at t ₄ . As a result, at t _4, the torque directly reduces from the course 83 on the course 82 , ie from M _mzo to M _oz0 .

at 79 the electric motor is deactivated at time 4. At time 4 is a predetermined torque of the internal combustion engine M _oz0 in diagram C of 8th reached.

Like the course 84 the efficiency η of the internal combustion engine in diagram D of 8th shows, the efficiency of the internal combustion engine decreases between t ₃ and 4. In addition, the electrical energy balance, their course shows 85 in diagram E the 8th shown is another decrease 851 ,

In the third embodiment, switching on the cylinder deactivation with motor use of the electric drive machine and switching off the cylinder deactivation with motor use of the electric drive machine is combined. Upon a request to turn on the cylinder deactivation, the cylinders are immediately shut down and the torque drops to a low level M _mzo below the target torque M _oz0 . This is compensated by a motor torque of the electric motor using electrical energy. Switching off the cylinder deactivation also takes place with motor intervention. This combination is particularly advantageous in cases where an excess of electrical energy is available.

The three embodiments have been described with reference to FIGS 1 described drive device described. However, the method for performing the switching operation may be arbitrarily transmitted to other hybrid vehicles. In particular, the active compound can be designed arbitrarily and it can be used instead of the gasoline engine every other internal combustion engine.

Two examples are described below, as is determined as a function of a state of charge of the battery as a reference variable, in which operating mode, the electric drive machine to be operated during a mode change of the internal combustion engine.

In a first example, depending on a state of charge of the battery when the cylinder deactivation is switched on, the operating mode when the cylinder deactivation is switched on and the operating mode when the cylinder deactivation is switched off are determined. In this case, one of the above-described method for performing a switching operation according to the first to third embodiments is selected and executed depending on the state of charge when switching the cylinder deactivation. 9 shows a first schematic diagram 9 for determining an operating mode of the electric drive machine when switching on and off the cylinder deactivation of the internal combustion engine.

at 90 the activation of cylinder deactivation is requested. at 91 is then recognized whether a charge request, a discharge request or neither a load nor a discharge request is present. For this purpose, an actual state of charge is detected and determined at a low state of charge of less than 40% that there is a desire to charge at a state of charge of 40% to 80% determines that there is neither a load nor a discharge, and at a high Charge state of more than 80% determines that there is a discharge request.

If there is a charge request, the electric drive machine is operated at 92a when switching on the cylinder deactivation in regenerative mode and then the cylinder deactivation is turned on. At 93a, the internal combustion engine is operated in the cylinder deactivation operation mode.

At 94a, the deactivation of the cylinder deactivation is requested. Subsequently, at 95a, the cylinder deactivation is switched off and the electric drive machine is operated when switching off the cylinder deactivation in regenerative mode. Thus, when there is a loading request, a method is executed as described above with respect to the first embodiment with reference to FIGS 3 and 4 has been described.

If there is neither a charge request nor a discharge request, the cylinder deactivation is switched on at 92b and the electric drive machine is operated in the engine mode when the cylinder deactivation is switched on. At 93b, the internal combustion engine is operated in the cylinder deactivation operation mode.

At 94b, the deactivation of the cylinder deactivation is requested. At 95b, the cylinder deactivation is then switched off and the electric drive machine is operated in regenerative mode when the cylinder deactivation is switched off. Thus, when there is a loading request, a method is executed as described above with respect to the second embodiment with reference to FIGS 5 and 6 has been described.

If there is neither a load nor a discharge request, the cylinder deactivation is switched on at 92c and the electric drive machine is operated in the engine mode when the cylinder deactivation is switched on. At 93c, the internal combustion engine is operated in the cylinder deactivation operation mode.

At 94c, the deactivation of cylinder deactivation is requested. Subsequently, the electric drive machine is operated at 95c when switching off the cylinder deactivation in regenerative mode and then turned off the cylinder deactivation. Thus, when there is a discharge request, a method is executed as described above with respect to the third embodiment with reference to FIGS 7 and 8th has been described. Excess electrical energy can be used effectively.

at 96 the internal combustion engine is then operated without cylinder shutdown. In a second example, depending on an actual state of charge of the battery for each operating mode change of the internal combustion engine, the operating mode of the electric drive machine when switching on the cylinder deactivation and when switching off the cylinder deactivation determined. In this case, a sub-method of one of the above-described methods for performing a switching operation according to the first to third embodiments is selected and executed depending on the respective actual state of charge. 10 shows a second schematic diagram 10 for determining an operating mode of the electric drive machine.

at 100 the activation of cylinder deactivation is requested. at 101 is then, analogously as described with respect to 91 of the first example, recognized whether a loading request, a discharge request or neither a loading nor a discharge request is present.

If there is a charge request, the electric drive machine is operated at 102a when switching on the cylinder deactivation in regenerative mode and then turned on the cylinder deactivation. Thus, when there is a charging request when the cylinder deactivation is turned on, a procedure as described above with respect to FIGS. 30 to 34 of the first embodiment with reference to FIGS 3 and 4 has been described.

If there is neither a charge request nor a discharge request, the cylinder deactivation is switched on at 102b and the electric drive machine is operated in the engine mode when the cylinder deactivation is switched on. Thus, a method is executed as described above with respect to FIGS. 50 to 54 of the second embodiment with reference to FIGS 5 and 6 has been described.

If there is a discharge request, the cylinder deactivation is switched on at 102c and the electric drive machine is operated in the engine mode when the cylinder deactivation is switched on. Thus, a method is carried out as described above with respect to FIGS. 70 to 74 of the third embodiment with reference to FIG 7 and 8th respectively. 50 to 54 of the second embodiment with reference to FIGS 5 and 6 has been described.

at 103 For example, the internal combustion engine is operated in the cylinder deactivation operation mode.

at 104 switching off cylinder deactivation is required. at 105 is then, analogously as described above with respect to 101, recognized whether a charge request, a discharge request or neither a loading nor a discharge request is present.

If there is a charge request, the cylinder deactivation is switched off at 106a and the electric drive machine is operated in regenerative mode when the cylinder deactivation is switched off. Thus, when there is a charging request when the cylinder deactivation is turned on, a procedure as described above with respect to FIGS. 36 to 37 of the first embodiment with reference to FIGS 3 and 4 has been described.

If there is neither a charge request nor a discharge request, the cylinder deactivation is switched off at 106b and the electric drive machine is operated in regenerative mode when the cylinder deactivation is switched off. Thus, a method is executed as described above with respect to FIGS. 35 to 37 of the first embodiment with reference to FIGS 3 and 4 has been described.

If there is a discharge request, the electric drive machine is operated at 106c when switching off the cylinder deactivation in the engine mode and then turned off the cylinder deactivation. Thus, when there is a discharge request, a process as described above with respect to FIGS. 76 to 79 of the third embodiment with reference to FIGS 7 and 8th has been described.

at 107 the internal combustion engine is then operated without cylinder shutdown.

LIST OF REFERENCE NUMBERS

1

driving device

10

gasoline engine

100

Device for cylinder deactivation

11

electric motor

12

belt

13

motor control

14

data cable

20, 40, 60, 80

time course of a request for switching on a cylinder deactivation

21, 41, 61, 81

Time course of switching on the cylinder deactivation

22, 42, 62, 82

time course of the torque of the internal combustion engine without cylinder deactivation

23, 43, 63, 83

Time course of the torque of the internal combustion engine with cylinder deactivation

24, 44, 64, 84

time course of the efficiency of the internal combustion engine

25, 45, 65, 85

time course of the energy balance of the drive device

46, 66, 86

time course of the torque of the electric motor

420, 421, 450, 541, 460,461

Curve increase or curve drop

630, 660, 661, 650,651

Curve increase or curve drop

830, 860, 861, 850,851

Curve increase or curve drop

3, 5, 7

Method for performing a switching operation

30, 50, 70

Requesting the switching on of the cylinder deactivation

31, 52, 72

Increase the cylinder filling

32

generator operation of the electric motor

33, 51, 71

Switching on the cylinder deactivation

34, 54, 74

Deactivate the electric motor

35, 75

Requesting the deactivation of cylinder deactivation and switching off

36, 76

Reduce the cylinder filling

37

generator operation of the electric motor

53, 73

motorized operation of the electric motor

77

motorized operation of the electric motor

78

Deactivation of cylinder deactivation

79

Deactivate the electric motor

9, 10

schematic diagram for defining an operating mode

90, 100

Requesting the switching on of the cylinder deactivation

91, 101, 105

Recognize whether there is a request for loading or unloading or neither for loading nor unloading

92a, 95a, 95b, 102a, 106a, 106b

Operating the electric drive machine in regenerative mode

92b, 92c, 95c, 102b, 102c, 106c

Operating the electric drive machine in motor mode

93, 103

Operating the internal combustion engine at cylinder deactivation

94, 104

Requesting the deactivation of cylinder deactivation

96, 107

Operating the internal combustion engine without cylinder deactivation

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 102009037195 A1 [0005]
• DE 1020050381225 A1 [0005]
• US 8234052 B2 [0005]
• DE 102005038125 A1 [0007]
• DE 2013004008 A1 [0007]
• DE 102013207341 A1 [0009]
• DE 102010036148 A1 [0009]

Claims (15)

A method of performing a switching operation in a hybrid vehicle having an internal combustion engine (10) and an electric drive machine (11), the switching operation switching from a first operation mode of the internal combustion engine to a second operation mode of the internal combustion engine and switching from the second operation mode to the first operation mode contains, wherein a cylinder filling after reaching the second mode is higher than after reaching the first mode, comprising: Switching (33, 51) to the second mode; Operating (32, 52) the electric drive machine in a regenerative mode until switching to the second mode or in a motor mode from switching to the second mode; Switching (35) to the first mode; and Operating (37) the electric drive machine in the generator mode from the switchover to the first mode or in the motor mode until switching to the first mode. Method according to Claim 1 wherein the switching from the first mode to the second mode is to turn on a cylinder deactivation of the internal combustion engine and the switching from the second mode to the first mode is to deactivate the cylinder deactivation. Method according to Claim 1 or 2 wherein the electric drive machine when switching to the second mode in the regenerative mode or in the motor mode and when switching to the first mode is operated in regenerative mode and / operated when switching to the second mode and when switching to the first mode in the motor mode becomes. Method according to one of Claims 1 to 3 wherein the electric drive machine is operated so that a torque of the electric drive machine is changed simultaneously with the switching to the second mode and simultaneously with the switching to the first mode. Method according to Claim 4 wherein the abrupt change in the torque of the electric drive machine is a change in the torque of 0 Nm or 0 Nm. Method according to one of Claims 1 to 5 wherein, when the electric drive machine is operated as a generator when switching to the second mode, prior to switching to the second mode, a torque of the internal combustion engine increases and an amount of the torque of the electric drive machine, which is a negative torque increases accordingly. Method according to one of Claims 1 to 5 wherein, when the electric drive machine is operated to operate in the second mode, from the switching to the second mode, a torque of the internal combustion engine increases and an amount of the torque of the electric drive machine, which is a positive torque decreases accordingly. Method according to one of Claims 1 to 7 wherein, when the electric drive machine is operated as a generator when switching to the first mode, from switching to the second mode, the torque of the internal combustion engine decreases and the amount of torque of the electric drive machine, which is a negative torque decreases accordingly. Method according to one of Claims 1 to 8th wherein an operating mode of the electric drive machine when switching to the second mode and / or when switching to the first mode depends on a reference variable of the hybrid vehicle. Method according to Claim 9 wherein the reference variable is an actual state of charge of a battery of the hybrid vehicle, a desired state of charge of the battery of the hybrid vehicle, a desired change of an actual state of charge, an actual electrical energy demand of the hybrid vehicle, an actual speed of the hybrid vehicle, another state variable of Hybrid vehicle, an environment size of the hybrid vehicle or derived from a driving profile information. Method according to Claim 9 or 10 wherein the operating mode of the electric drive machine when switching to the second mode and when switching to the first mode depends on the command value when switching to the second mode; or when switching to the second mode depends on the command value when switching to the second mode and depends on switching to the first mode of the reference variable when switching to the first mode. Method according to one of Claims 9 to 11 , wherein the electric drive machine, when the command indicates that the battery is to be charged, operating in regenerative mode when switching to the second mode, and / or operating in regenerative mode when switching to the first mode, when the command indicates that the battery is to be discharged, when switching to the second mode in the engine mode and / or when switching to the first mode in the engine mode is operated, and / or if the reference variable indicates that the state of charge of the battery is to be maintained when switching to the second mode in the engine Mode and when switching to the first mode in regenerative mode is operated. Method according to one of Claims 9 to 12 wherein the operating mode of the electric machine when switching to the second mode and / or when switching to the first mode of the actual state of charge of a battery of the hybrid vehicle, the desired state of charge of the battery of the hybrid vehicle or the target change of the actual state of charge as first reference variable of the hybrid vehicle and a second reference variable, which differs from the first reference variable depends. A motor control of a hybrid vehicle having an internal combustion engine (10) and an electric drive machine (11) that is adapted to carry out a method (3, 5) of performing a switching operation in a hybrid vehicle according to any one of Claims 1 to 13 is trained. Hybrid vehicle with an internal combustion engine (10) and an electric drive machine (11), the engine control (13) according to Claim 14 includes.

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