WO2016141933A1

WO2016141933A1 - Hybrid drive unit

Info

Publication number: WO2016141933A1
Application number: PCT/DE2016/200091
Authority: WO
Inventors: Dominik STRÖHLE; Wolfgang Haas; Stanislav Massini; Martin Vornehm; Lasse Ibert
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2015-03-11
Filing date: 2016-02-12
Publication date: 2016-09-15
Also published as: DE112016001148A5; DE102016202117A1; CN107407398A

Abstract

A hybrid drive unit of a motor vehicle comprises a plurality of operating elements, each of which is used for operating both an internal combustion engine and an electric motor and which include an accelerator pedal, a clutch pedal and a manually actuated selecting element that allows different gears to be engaged and can be actuated with an at least partially identical shift pattern in different driving modes.

Description

Hybrid drive unit

The invention relates to a hybrid drive unit, which is particularly suitable for a motor vehicle with manual transmission. Furthermore, the invention relates to a method for operating a hybrid vehicle, that is to say a vehicle which can be driven by an internal combustion engine and by an electric motor.

From WO 2013/077143 A1 a control device for a vehicle is known, which is driven in a first driving state only by an internal combustion engine and in a second driving state additionally by an electric motor. The switching between the different driving conditions is based on various information, including the accelerator pedal position. The state of charge of a traction battery also plays a role here.

DE 10 2013 207 756 A1 discloses a method for operating a hybrid drive, in which an automated clutch is provided for coupling an internal combustion engine with a manual transmission. Here, in a gear stage of the gearbox, the engine automatically decoupled from the transmission and the vehicle can be driven in a purely electrical mode.

Vehicles with hybrid drive are in terms of their operation, in particular as regards the engagement of driving levels, usually comparable with purely internal combustion engine driven vehicles, which have an automatic transmission. From DE 10 2008 042 682 A1, for example, a hybrid vehicle drive system with planetary gear mechanisms is known.

As an alternative approach, DE 10 2007 052 261 A1 discloses a so-called hybrid manual transmission. In this case, a selector element is provided with a plurality of arranged in an H-shaped shift pattern shift gates, which a manual change between different gear ratios of the transmission allows. Furthermore, the selection element enables the activation of an electric machine, which is used in the electric driving operation of the hybrid vehicle as the sole traction drive motor. The manually shiftable transmission of the hybrid vehicle is switched to its neutral position during the electric driving operation. To insert a reverse electric gear can be required according to DE 10 2007 052 261 A1, the operation of an additional shift lever

The object of the invention is to further develop a hybrid drive system of a motor vehicle relative to the cited prior art in such a way that the operation and the operating behavior signify a particularly low conversion from the point of view of a user of a conventional vehicle powered by an internal combustion engine.

This object is achieved by a hybrid drive unit with the features of claim 1 and by a method for operating a hybrid vehicle according to claim 10.

The hybrid drive unit operates with a plurality of operating elements, each of these operating elements having an influence both on the operation of the internal combustion engine of the motor vehicle and on the electromotive drive of the motor vehicle. The electromotive drive can in this case comprise either a single electric motor or a plurality of electric motors. The controls include an accelerator pedal - also referred to as accelerator pedal regardless of the type of drive - and a clutch pedal, which - also has a function even with electric drive of the motor vehicle - notwithstanding the mechanical function of the associated clutch in the internal combustion engine powertrain. The motor vehicle is operable in at least two different driving modes, in extreme cases a purely internal combustion engine and a purely electric motor drive. In addition, driving modes with combined electromotive and internal combustion engine drive can be realized. To switch between different driving modes, a selection element is available, which otherwise allows the entry of different driving levels. One Schematic in which the selection element is actuated, is at least partially congruent in different driving modes. The different driving modes differ here in terms of the proportions of the different drive sources, that is, the electric motor drive on the one hand and the internal combustion engine drive on the other hand, which contribute to the overall performance of the motor vehicle. For example, a transition between a purely internal combustion engine drive and an electrically assisted internal combustion engine drive corresponds to a change between different driving modes. By contrast, different settings within the same drive type, for example variable accelerator pedal characteristics in the case of an internal combustion engine drive, do not mean a change of the driving mode.

Due to the at least partially congruent shift pattern in different driving modes, a continuous operating concept is given, which on the one hand enables a particularly simple changeover from a conventional, in particular manually switched vehicle and, on the other hand, during the driving of the vehicle having the hybrid drive unit or only easy to be accomplished Umstelllungen when changing the driving modes requires.

In a preferred embodiment, a user-controlled change between the driving modes is provided. Of particular advantage here is the possibility of the selection element, which is in particular a in the circuit diagram H.

operable lever is also to use to switch between different driving modes. For this purpose, the selector element, for example, an additional switching element, such as in the form of a key or a sliding ring or a sliding sleeve, are. Likewise, embodiments are possible in which the selection element as a whole, without the use of an additional control element, not only for the introduction of different driving levels, but also for switching between different driving modes is suitable. In order to switch over between different driving modes, a displacement of the selection element in a direction that does not coincide with a shift direction may be provided. For example, the selection element is to be pressed in the form of a gear shift lever, that is, to shift in its longitudinal direction to the hybrid drive unit switch from a first drive mode to a second drive mode. Likewise, embodiments are feasible in which the selection element is to be shifted in the direction of selection in order to change the driving mode. "Switching direction" is understood to mean that direction of movement of the selection element with which a change between different shift lanes is connected. Switching between different drive modes can be triggered, for example, by the selection element in the selection direction (corresponding to the center bar of the letter "H" at

Schematic H) is brought to a lateral stop. In order to give the user - in addition to any acoustic and / or visual displays - a clear feedback about the switchover between different driving modes, the switching process can be associated with the overcoming of a maximum force during pivoting of the selection element. The maximum force is in this case preferably just before the stop of the selection element, with a noticeable distance is given to the stop.

The number of drive stages in the internal combustion engine drive mode is typically greater than the number of drive stages in the purely electric motor operation. For example, the motor vehicle is driven by internal combustion engines via a 5- or 6-stage manual transmission, while an electric motor drive, based on the forward drive, with fixed translation or with only two different translations. Despite this limited choice and switching options in electric motor operation compared to internal combustion engine operation agree operating procedures, as far as the switching scheme of the selection element, in both cases, that is, in the different driving modes match. For example, the selection element in the form of a gear lever from the neutral position to pivot forward to switch in internal combustion engine drive in the first gear of the gearbox. In the corresponding manner, the selector lever is to be actuated in the electric motor drive mode to switch from the neutral position to the gear stage or to the first of several gear stages. The switching between the different driving modes can be done here in a single operation together with the engagement of the aisle, for example - as already stated - pressed the selector or attached to the selector element additional switching element is actuated before the selector lever for inserting the Ganges or the gear is pivoted. The alternatively provided for this pivoting of the selection element in the direction of selection while overcoming a maximum force requires only a minimal amount of time to change between different driving modes.

Regardless of how the driver of the motor vehicle switches between the different driving modes, the electromotive and the combined internal combustion engine / electric motor drive is preferably designed such that it has as far as possible in terms of operation with the Verbrennungsmotori- see operation. This relates in particular to the function of the clutch pedal, which is provided primarily for actuating the arranged in the drive train between the engine and the transmission clutch. In electric motor operation, the clutch pedal also serves to simulate the function of a mechanical clutch. Thus, for example, when starting and stopping the motor vehicle in the electric drive mode, the desired power of the electric motor speed-dependent determined not only from the accelerator pedal but also from the clutch pedal position. This is preferably done by means of a map which is similar to that of an internal combustion engine driven vehicle with clutch operated by clutch. In particular, in this case a torque drop of the electric motor can be provided at a higher speed. The map used in this case can be represented as a 3D diagram, wherein a link to other functions is provided for controlling the hybrid drive unit. Actual operating data of the electric motor can be returned to its control electronics to close a control loop.

If during driving in the electric driving mode the clutch is stepped on, for example in order to switch to internal combustion engine operation, the behavior of an internal combustion engine is simulated by reducing the power of the electric motor, in extreme cases down to zero. Likewise, embodiments are possible in which even when the vehicle is stopped in the electric driving mode, the behavior of a purely internal combustion engine vehicle connected by conventional manual transmission is simulated. During normal operation, the driver has the clutch pedal when he stops the vehicle. This also applies to the electromotive driving mode. If the driver fails to pedal the clutch pedal, this can be indicated by an artificially generated bucking. The jerking can be generated directly by the electric drive of the motor vehicle. Alternatively or additionally, it is possible to acoustically generate comparable signals. In addition, visually corresponding information can be displayed to the driver.

The method for operating a motor vehicle equipped with the hybrid drive unit is characterized in that a plurality of operating elements respectively provided for operating both an internal combustion engine and at least one electric motor are operated in operating diagrams which in an electric driving mode on the one hand and an internal combustion engine driving mode on the other hand, at least partially congruent, wherein the electric drive is driven in a manner that simulates an internal combustion engine drive, which relates to the dependence of transmitted in the drive train of the motor vehicle power of at least one of the two variables speed and clutch pedal position.

Since the switch between the different driving modes is triggered by the driver, it is of particular importance to monitor the state of charge of the traction batteries. For example, the driver is automatically given visual and / or audible indications when the charge is low, which prompt for the change to an internal combustion engine mode. As long as the state of charge of the batteries is still sufficient, an electric drive or additional drive can remain permitted, wherein, for example, an accelerator pedal map which is used to drive the electric motor is changed to the effect that only a lower power is called up by the electric motor at a certain accelerator pedal position , The retrieval of the full power of the electric motor preferably remains possible when the accelerator pedal - in the sense of a kickdown - is fully entered.

If the traction battery of the vehicle is almost completely discharged, then no more drive support by the electric motor is offered. At the same time, the battery The engine is recharged as quickly as possible by the combustion engine. A corresponding limit of the state of charge of the battery means, for example, only about three starts of the engine are possible. An optional start-stop system is also preferably operated as a function of the battery state of charge.

Not only the selection element, but also a display unit of the motor vehicle is preferably designed such that the usability is given both in electric motor as well as internal combustion engine and combined drive.

The display unit of the equipped with the hybrid drive unit motor vehicle comprises in a preferred embodiment, a speed display, which - depending on driving mode - either the speed of the engine or the speed of the electric motor displays. Preferably, the speed indicator has only a single pointer. This can either be a pivotable, ie mechanically movable pointer, as in a conventional round instrument, or a pointer representation on a display simulating a round instrument. The position of the pointer can be displayed either on a single scale or on multiple scales. In the case of a single scale, this extends over a speed range which is sufficient both for the internal combustion engine operation and for the electromotive operation. As a scale inscription - as usual with tachometers - for example, numbers are used, which are to be multiplied by a certain factor to obtain the speed (in revolutions per minute). The factor may be different for the electromotive operation on the one hand and for internal combustion engine operation on the other hand. Here, in order to meet the habits of the driver, preferably for the internal combustion engine operation, a smooth power of 10, namely the factor 10, 100 or 1000, used as a factor, while for the electromotive operation, another factor, for example one and a half times or twice a power of ten, comes into consideration.

As an alternative to using different factors that are valid for reading the speed display in different driving modes, in each driving mode the identical, to be read in the same way scale the speed display, the maximum value of the scale after that drive, typically the electric motor drive, directed, in which higher speeds are achievable. A red area of the tachometer can be identified in various ways for the various driving modes in a drive-specific manner. For example, the color representation of numbers and scale marks changes when switching from a first drive mode to another drive mode.

If the combustion engine is started to change from the electric to the combustion engine driving mode, then the speed indicator will switch as quickly as possible. This also applies in cases where the internal combustion engine drive is electrically assisted. When the vehicle is moving, the driver is preferably given a shift recommendation when he has to engage a gear in the course of switching to the combustion engine driving mode. At the same time, the rotational speed of the internal combustion engine can be adjusted automatically so that it at least approximately matches the driving speed and the gear to be engaged. In general, the change in the internal combustion engine driving mode and the manual engagement of a gear of the gearbox means a readable also on the speed display speed jump compared to the previous, electromotive drive mode. The transition between the display mode relating to the electric drive and the display mode of the speed display relating to the internal combustion engine is preferably smooth. In particular, in this case low speeds are suppressed during starting of the internal combustion engine, so that the change between the various drive modes when reading the speed display as a single, short speed jump, comparable to a conventional switching operation in a manual or automatic transmission, readable. In particular, the speed indicator does not drop to zero during the switching between the driving modes.

Particularly in the internal combustion engine drive mode, the driver can be provided with shift recommendations that provide additional information beyond the display of a specifically recommended gear. One possible additional information is this Residual acceleration potential, which is given at a certain speed in a certain gear. Likewise, recommendations can be given on environmental and dynamic aspects of gear selection. In an easily comprehensible manner, for example, numerals which designate courses which can be selected at the current vehicle speed are colored in different ways, each color representing a specific characteristic of driving - for example from "sporty" through "normal" to "ecological" Of course, the changing vehicle speed and / or surely changing environmental conditions, for example the increasing or decreasing slope of the road, will of course change the gear recommendations.This change appears in the shift recommendation, preferably in the form of left or right wandering digits which can be inserted in the current situation The gearshift recommendations can be supplemented by a display that recommends switching from internal combustion engine to electric motor operation.

In the following, several embodiments of the invention will be described

Drawing explained in more detail. Herein show:

1 is a perspective view of components of a manual transmission of a hybrid vehicle,

1 in a representation analogous to FIG. 1, a selection element of a further variant of a manual transmission of a hybrid vehicle, FIG.

3 is the circuit diagram of the manual circuit of FIG. 2,

4 shows an alternative circuit diagram of a hybrid vehicle,

5 is a schematic diagram of the location dependence of a physical see potential of an actuating element of a manual circuit, Another variant of a circuit diagram of a hybrid vehicle,

in a diagram a belonging to the circuit diagram of FIG. 6 force curve,

a characteristic diagram of a hybrid drive unit, which shows the dependence of a desired electric motor power of accelerator pedal position and clutch pedal position,

FIG. 2 is a diagram illustrating the control of an electric motor in a hybrid vehicle. FIG.

a locking mechanism in a circuit of a hybrid vehicle,

10 shows a further embodiment of a locking mechanism in a manual transmission of a hybrid vehicle in a representation analogous to FIG.

various variants of a speed display in a hybrid vehicle,

in a diagram different real and a displayed speed curve in a hybrid vehicle,

A first variant of a shift recommendation display in a manual hybrid vehicle,

a second variant of a shift recommendation display in a manual hybrid vehicle. All variants of a hybrid drive system described below relate to a motor vehicle which has both an internal combustion engine and an electric motor drive, wherein the internal combustion engine drive be realized for example by a gasoline engine or a diesel engine and the electric motor drive by a single electric motor or multiple electric motors can. An internal combustion engine driven axle of the motor vehicle, that is hybrid vehicle, may be identical to an electric motor driven axle. Alternatively, a first axis of the vehicle is exclusively internal combustion engine and the second axis of the vehicle driven exclusively by an electric motor. In all cases, the motor vehicle, generally designated 7, has a manual transmission whose forward gears are designated 1 to 6. The circuit diagram, which, as explained in more detail below, also has a function in the electromotive operation of the motor vehicle 7, is designated by SC. In the simplest case, the hybrid drive system of the motor vehicle 7 provides two driving modes, namely an electric driving mode and an internal combustion engine driving mode. Switching between these driving modes is done manually.

Fig. 1 shows a greatly simplified interior view of the motor vehicle 7, wherein the circuit diagram SC is indicated by dashed lines and partially labeled. Further, in the interior of the motor vehicle 7 different controls

8,9,10,1 1, namely an accelerator pedal 8, also commonly referred to as the accelerator pedal, a brake pedal 9, a clutch pedal 10, and a manually operable selection element 1 1, commonly referred to as a shift lever, the transmission circuit of the motor vehicle 7 recognizable. An additional switching element 13 is placed as a ring around the lever rod of the selector element 1 1 and - as indicated by a double arrow - in the longitudinal direction of the selector element 1 1, the means essentially in the vertical direction, manually displaceable against spring force. The sketched in Fig. 1 Scheme SC, which is available for the operation of the gearbox of the motor vehicle 7 in the internal combustion engine driving mode, is partially usable for the electric driving mode. The neutral position of the dialing elements 1 1 in the electromotive driving mode is identical to the neutral position in the combustion engine driving mode. Starting from this neutral or neutral position can be inserted in the usual way - from the perspective of a driver of a manual vehicle with an internal combustion engine - for example, the first gear. According to the common shift diagram H, the first forward gear is also in the example sketched in Fig. 1, front left. In the same place in the circuit diagram SC of the motor vehicle 7 and the designated E electric forward gear can be found. The driver has the choice to use the mechanical forward gear 1 or the electric gear E for starting. As a rule, if the traction battery of the motor vehicle 7 is sufficiently charged, the electrical gear E is recommended. The driver intervenes by pivoting the selector element into the position marked E / 1, as when engaging the first gear in a conventional vehicle. For starting itself, the driver then, as in a conventional, pure combustion engine driven vehicle usual, the clutch pedal 10 to operate together with the accelerator pedal 8, as will be explained in more detail with reference to FIGS 8 and 9.

A purely internal combustion engine start-up of the designed according to Figure 1 motor vehicle 7 is for example, in order to protect the battery. In such a case, the driver can be displayed a corresponding information that prompts for the use of the mechanical forward gear 1. Likewise, embodiments are possible in which the forward gear 1 is designed as an off-road gear. In any case, the internal combustion engine drive mode is to be selected by the driver. In the example according to FIG. 1, this is done by the driver pulling the additional switching element 13 and then pivoting the selection element 11 into the position indicated by E / 1. If, at a later point in time, switching back to the driving mode with electrical starting is required, then the additional switching element 13 is again pressed into its original position. In the internal combustion engine drive mode when changing between the forward gears 1 to 5 respectively, as usual with manual vehicles, the clutch pedal 10 is actuated. In addition, an operation of the clutch pedal 10 is also provided to change from the electromotive to the internal combustion engine mode or vice versa, as will be explained with reference to Figures 4 to 7 yet. ever According to embodiment of the hybrid drive system and Batteheladezustand can be provided in the internal combustion engine drive mode, an electrical support, which has a significant share, depending on the driving condition to over 50%, of the drive power of the motor vehicle 7.

Figures 2 and 3 relate to an embodiment of a hybrid drive system with respect to FIG. 1 Modified circuit diagram SC. Basically, this is also the known switching scheme H. However, the additional switching element 13 is missing. Instead, it is possible to move the selection element 1 1 by pulling or pushing it in its longitudinal direction, as indicated in FIG. 2 by a double arrow. Both in the electromotive driving mode and in the internal combustion engine driving mode, the electrical gear E or the first forward gear in the circuit diagram SC front left to find. By default, when the battery is sufficiently charged, the electric gear E is selected for starting. To start in exceptional cases in the mechanical first gear, the selector element 1 1 is first to press and then to pivot forward. Viewing vertically from above onto the selector element 1 1, the position E of the selector element 1 1 is exactly above the position "1" in which the first forward gear is engaged. The same applies to the possible positions of the selector element 1 shown in FIG 1 when reversing the motor vehicle 7: Like when starting in the forward direction, the electric driving mode is also selected by default when reversing.The driving position "reverse electric" is located in the circuit diagram SC, as shown in Fig. 3, left of the electrical drive E. A additional mechanical reverse gear R can, in analogy to the insertion of the first mechanical forward gear, be inserted by the selector element 1 1 is pressed. In the circuit diagram SC, the mechanical reverse gear R is below the electrical reverse gear RE, as well as the mechanical forward gear 1 is below the electric drive level E. The shift pattern SC is thus partially congruent in the electric drive mode on the one hand and in the combustion engine drive mode on the other hand. If, in the exemplary embodiments according to FIGS. 1 to 3, the electric driving gear E is designed while the vehicle is moving and the driving mode is electromotive, then the behavior of the hybrid drive system depends inter alia on the speed of the motor vehicle 7. At speeds above a limit speed of, for example, 10 km / h, the internal combustion engine of the motor vehicle 7 is started immediately when the electric driving step E is designed. This allows a particularly fast switching to the combustion engine driving mode. On the other hand, if the speed of the vehicle is less than the said limit speed, the internal combustion engine of the motor vehicle 7 remains inoperative when the electric drive E is designed. This process occurs, for example, when rolling out of the vehicle, such as a red traffic light on. In such a case, the internal combustion engine is only started when a mechanical gear provided for the internal combustion engine drive is engaged.

Figures 4 and 5 illustrate further embodiments of a hybrid drive system with manual switchover between internal combustion engine and electric motor drive mode. The circuit diagram SC comprises, in a manner known per se, a neutral position in which the selection element 1 1 can be pivoted from left to right. 5, in which symbolized also a Federmecha- mechanism is shown, as it is used in the manual transmission of the motor vehicle 7 and acts on the selector element 1, shows the dependence of a potential V (mechanical) of the position of the selector element , Wherein the individual lanes, in which a circuit in the individual gears is possible, with Ga are marked are clearly recognizable end stops EA, at which the potential V increases steeply, which is associated with an extreme increase in the actuating forces. At one of these end stops EA or at both end stops EA is in the circuit diagram SC, a switching point, which is also referred to as toggle point TP and switching operations between electric motor and internal combustion engine operation of the motor vehicle 7 allows. The embodiment of FIG. 5 differs from the embodiment of FIG. 4 by the additional sixth gear and the other arrangement of the toggle point TP. As in the exemplary embodiments according to FIGS. 1 to 3, in the exemplary embodiments according to FIGS. 4 and 5, the circuit diagram SC for the electromotive driving mode on the one hand and the combustion engine driving mode on the other hand are partially congruent, in particular the position RE of the selection element 1 1 in the electric Driving mode corresponds to the position R in the combustion engine driving mode and the position 1 E corresponds to the position 1. The toggle point TP is at a location of the shift pattern SC which is otherwise unused, thereby preventing inadvertent switching between the electromotive driving mode and the engine driving mode.

The exemplary embodiment according to FIGS. 6 and 7 differs from the designs according to FIGS. 4 and 5, apart from the modified circuit diagram SC, in that the toggle point TP can be perceived as the force maximum over which the selection element 11 is pivotable. The user thus receives an unambiguous feedback as to whether the switching operation between the electromotive and the combustion engine driving mode has taken place. In contrast to FIG. 5, FIG. 7 shows no potential or energy level, but a signed, that is direction-dependent, force F, with which the selection element 1 1 can be pivoted between the streets Ga, as far as the toggle point TP. The force F can also be expressed as a derivative of the location-dependent potential V (see Fig. 5): F = dV / dx, the location x in the present case being measured along the axis designated by the switching paths Ga.

FIG. 8 shows a characteristic diagram, which is used to control the electromotive drive of the motor vehicle 7. Here, the position of the accelerator pedal 8 as the accelerator pedal position GS, the position of the clutch pedal 10 as

Kuppungspedalstellung KS, and the target engine power of the electric motor of the motor vehicle 7 denoted by ML (S). The closing of the clutch of the motor vehicle 7 corresponds to a change in the clutch pedal position KS from 0 (clutch pedal 10 kicked) to 100% (foot taken from the clutch pedal 10). Even in the purely electric driving mode affects, as shown in Fig. 8, the position of the clutch pedal 10 on the control of the electric motor drive. this is also valid when, by the operation of the clutch pedal 10 actually no mechanical clutch is actuated. Rather, a behavior of the electromotive drive is simulated by the simplified in Fig. 8 shown map, which is similar to the behavior of an internal combustion engine drive. The driver of the motor vehicle 7 can thus operate all electrical controls 8,9,10,1 1 in electrical starting in a way that is familiar to him from driving internal combustion engine driven vehicles ago. This also applies when the motor vehicle 7 is driven in a mode that combines the internal combustion engine drive with electric motor drive. Also, the behavior of the electric motor of the motor vehicle 7 in the engaged state, that is at clutch pedal position KS = 100%, has a characteristic that has similarities with conventional internal combustion engines. In particular, the torque of the electric motor can be reduced to high speeds. Incidentally, an electromotive assistance in certain driving conditions can be limited in time. For example, during acceleration processes, additional electric power is fed into the drive train of the motor vehicle 7 in the sense of a boost function, with the electrical support decaying again over time. Characteristics of the electrical assistance can be adjustable in the motor vehicle 7 by the driver. This also applies to the electrical support of the starting process in otherwise Verbrennungsmotori- see operation.

Features of the control of the electric motor drive of the motor vehicle 7 on the basis of the accelerator pedal position GS and the clutch pedal position KS are also apparent from FIG. 9. Accordingly, the gas pedal position GS is processed together with the vehicle speed v as a map. Optionally, as shown in FIG. 9, this is followed by a preprocessing unit 15, which contains control functions. The pre-processing unit 15 supplies as output a so-called smoothed G-factor. At the same time, a so-called K-factor is derived from the clutch pedal position KS, which as an input variable as well as the smoothed G-factor is fed to a linking unit 16. From this, a setpoint engine torque MT (S) of the electric drive of the motor vehicle 7 is derived, wherein the value of the setpoint engine torque MT (S) is fed into a power electronics unit 17 which indicates the electric motor of the motor vehicle 7 controls. Instead of a single electric motor 18, the motor vehicle 7 may also have a plurality of electric motors 18 which, for example, each drive an axle or a single wheel of the motor vehicle 7. Optionally, as shown in FIG. 9 by a dashed line, values detected at the electric motor 18 are fed back to the power electronics 17 in order to close a control loop at this point as well. In a manner not shown, further data, for example, the battery state of charge, incorporated into the power electronics 17.

FIGS. 10 and 11 show various embodiments of a locking mechanism designated by 19, which is characterized by a blocking behavior which is dependent on the switching direction. Here, a shift fork 23, which is actuated via the selector element 1 1, pivotable about a pivot axis SW to switch between electromotive and internal combustion engine driving mode. The shift fork 23 cooperates with a Entsperraktor 21, which is mounted in a Getriebege- housing 20 of the gearbox of the motor vehicle 7. The locking mechanism 19 is formed in both cases such that a pivoting of the shift fork 23 toward the electromotive driving mode, in Figs. 10 and 1 1 each indicated by a curved, downwardly directed arrow, not possible or only by overcoming a high resistance is. For this purpose, in the example of FIG. 10 at the end of the shift fork 23, a lever element 24 is articulated resiliently, which contacts a blocking pin 22 which can be extended from the unlocking element 21. While the lever member 24 unfolds a blocking effect against the locking pin 22 in the position sketched in FIG. 10, pivoting of the shift fork 23 in the opposite direction, that is to say for internal combustion engine operation, would be possible without great expenditure of force. A basically comparable functionality is given in the embodiment of FIG. 1 1, characterized in that in the Entsperraktor 21, a locking lever 25 is pivotally mounted, which acts directly with the shift fork 23 together. In contrast to the embodiment of FIG. 10, however, the pivoting of the locking lever 25 can be actively changed by the control of the hybrid drive unit. For example, a pivoting of the locking lever 25 and thus also the shift fork 23 is only released when the clutch pedal 10 has entered when switching between internal combustion engine and electromotive operation. The need to switch between a First driving mode in a second driving mode to operate the clutch of the motor vehicle 7, corresponds to the habits of each driver of a manual vehicle and minimizes the likelihood of unintentional switching between the different driving modes.

FIGS. 12 to 17 show different variants of a display device of the motor vehicle 7, designated in each case as 26. The display device 26 in each case comprises a speed display, the pointer of which is denoted by 27 and its scale by 28. In addition, in the display device 26 to find a light indicator 29, which indicates whether the motor vehicle 7 in the internal combustion engine drive mode

(ICE = Internal Combustion Engine) or in the electric motor drive mode (ED = Electric Drive) is located.

In the example of FIG. 12, the display device 26 has a uniform scale 28, which applies to each driving mode. While the numerals of the scale 28 in the engine driving mode are to be multiplied by a factor of 100 to obtain the number of revolutions per minute, in the electromotive driving mode, the factor 150 is to be used to obtain the accurate speed information. In the operation of the motor vehicle 7, however, the absolute value of the speed for the driver often plays a lesser role than the question of how high the speed of the motor compared to the width of the available speed range. Even without reading the digits of the scale 28 thus receives the driver, solely by observing the position of the pointer 27, a usable information. The red range of the rpm meter, which in FIG. 12 starts at "60" (corresponding to 6000 revolutions per minute in internal combustion engine operation and 9000 rpm in electromotive operation), is equally valid for both driving modes.

The embodiment according to FIGS. 13 and 14 differs from the exemplary embodiment according to FIG. 12 in that the scale 28 comprises an inner scale 30 and an outer scale 31. Here, the outside scale 31 is valid for the engine driving mode and the inside scale 30 for the electromotive driving mode. In both cases, the numerical value on the respective scale is 30, 31 with the Multiply factor 100 to get the speed in revolutions per minute. Is, as shown in Fig. 13, the internal combustion engine driving mode selected, the associated outer scale 31 is highlighted, in particular by illumination, while the inner scale 30 visually recedes and, for example, is only weak or not visible. The same applies to the electromotive driving mode (FIG. 14), in which the inner scale 30 is optically highlighted.

As in the exemplary embodiment according to FIGS. 13 and 14, in the exemplary embodiment according to FIGS. 15 and 16 the engine speed can be read directly by the display device 26 (in this case without any factor). The red range of the speedometer on the scale 28 changes, depending on which driving mode is selected. The higher speed of the electric motor compared to the internal combustion engine is directly readable on the single scale 28. The red area of the rotary speed meter is designated as scale area 32.

In the embodiment according to FIG. 17, the scale region 32 includes the red region of the rotational speed meter in internal combustion engine operation and the red region in electromotive operation. The last-mentioned area is designated as sub-area 33 and, in comparison to the remaining scale area 32, which applies only to internal combustion engine operation, is highlighted optically, namely by a widened marking.

In the diagram according to FIG. 18, different rotational speeds n, namely the rotational speed of the electric motor denoted by n-EM, the rotational speed of the internal combustion engine denoted by n-VM, as well as the rotational speed nA indicated on the display device 26 are shown as a function of the time t , It is assumed that the motor vehicle 7 starts purely electrically and starts the internal combustion engine at a later time, which finally takes over the sole drive of the motor vehicle 7. In a switching region UB, a change takes place from a display of the display device 26 relating to the electric motor to a display relating to the internal combustion engine. Very low speeds of the internal combustion engine are suppressed on the display device 26, so that the switching between the electromotive driving mode and the internal combustion engine driving mode appears only as a moderate speed jump, as shown in FIG. A similar behavior shows the display device 26 also when switching from internal combustion engine driving mode in the electromotive driving mode.

19 and 20 show different variants of switching recommendations SE, which can be given by means of the display device 26 (not shown here). In the case of FIG. 19, at the respective driven speed (10 km / h to 30 km / h), the driver not only sees which gear selection is possible at the respective speed, but also what residual acceleration potential at the respective speed Gear selection exists. Notwithstanding the simplified illustration of FIG. 19, the display bar on which the switching recommendation SE is located is colored, wherein a first color, for example yellow, indicates the residual acceleration potential present. Lack of residual acceleration potential is indicated by a different color, for example green, which is replaced by a second type of hatching in FIG.

In the embodiment of FIG. 20, the display bar, on which digits for different gears are not only bicoloured, but three-color designed, which is again indicated in Fig. 20 by different hatchings. Here, a first type of marking (yellow, dash-dotted lines in FIG. 20) stands for a normal driving style, a second type of marking (green, dashed hatching in FIG. 20) for normal driving and a third type of marking (blue; 20 cross-hatching) for a particularly ecological driving style). At a speed of 20 km / h, for example, the driver would have the opportunity to move the vehicle particularly sportily in first gear, to drive normally in second gear or to drive in a particularly resource-saving manner in third gear. During acceleration or deceleration operations, the digits indicating the possible gears travel through the indicator bar. The switching between the gears 1, 2 and 3, and other gears is done by the driver of the motor vehicle 7 by coordinated operation of the clutch pedal 10, accelerator pedal 8 and selector element 1 1, independently whether it is a purely internal combustion engine or an electrically assisted driving mode.

LIST OF REFERENCES

forward gear

motor vehicle

Accelerator, accelerator pedal

brake pedal

clutch pedal

selector element

Central console

Additional switching element

Signal processing device

preprocessing

linking unit

power electronics

electric motor

locking mechanism

gearbox

Entsperraktor

locking pin

shift fork

lever member

locking lever

display device

pointer

scale

light display

inner scale

outer scale

scale range

subfield 1 E first gear in electric driving mode

E electric gear

EA end stop

ED display: electromotive operation

F force

Ga alley

GS accelerator pedal position

ICE display: internal combustion engine operation

KS clutch pedal position

ML (S) target engine power

MT (S) target engine torque

n speed

N neutral position

n-A speed display

n-EM speed of the electric motor

n-VM speed of the internal combustion engine

R reverse gear

RE electrical reverse

SC circuit diagram

SE switching recommendation

SW swivel axis

t time

TP toggle point

UB switching range

v Vehicle speed

V potential

Claims

claims

1 . Hybrid drive unit, comprising a plurality of operating elements (8, 9, 10, 1), each intended to operate both an internal combustion engine and an electric motor (18), comprising an accelerator pedal (8), a clutch pedal (10), and a manually operable, the insertion of different speed levels enabling selector element (1 1), which in different driving modes in an at least partially congruent switching scheme (SC) can be actuated.

2. Hybrid drive unit according to claim 1, characterized in that the selection element (1 1) as in the circuit diagram (SC) "H" operable shift lever is formed.

3. Hybrid drive unit according to claim 1 or 2, characterized in that the selector element (1 1) is an additional switching element (13), which is to be operated for switching between different driving modes.

4. Hybrid drive unit according to claim 1 or 2, characterized in that the selection element (1 1) is provided without additional operating element both for the introduction of different driving levels and for switching between different driving modes.

5. Hybrid drive unit according to claim 4, characterized in that the selection element (1 1) is displaceable in a direction not coincident with a switching direction while overcoming a maximum force for switching between different driving modes.

6. hybrid drive unit according to claim 5, characterized in that a with the selection element (1 1) cooperating locking mechanism (19) is designed such that the height of the maximum force of the switching direction is dependent on the driving modes.

Hybrid drive unit according to one of claims 1 to 6, characterized by a driving mode indicating display device (26).

Hybrid drive unit according to claim 7, characterized in that the display device (26) comprises a pointer (27), which in each case indicates an engine speed in different driving modes.

Hybrid drive unit according to claim 8, characterized in that the display device (26) comprises a valid for different driving modes scale (28).

Method for operating a hybrid vehicle, which comprises a plurality of operating elements (8, 9, 10, 1) each provided for operating both an internal combustion engine and at least one electric motor (18), wherein an operating scheme in which operating elements (8, 9, 10, 1 1) are actuated, in an electric driving mode on the one hand and an internal combustion engine driving mode on the other hand at least partially congruent and the at least one electric motor (18) is driven in a manner that simulates an internal combustion engine drive, which is the dependence of a transmitted power of at least one of both speed and clutch pedal position (KS) concerns.