DE102004005673A1 - Vehicle power unit, as a hybrid series/parallel assembly with an IC motor and an electromotor, has an IC motor drive to the front axle through a differential and an electromotor to deliver power through an integral gearing - Google Patents

Abstract

The vehicle power unit is a hybrid series/parallel system with an internal combustion motor (3) to drive the front axle through a differential gearing supported on the converter. In parallel, an electromotor (6) drives the vehicle with 50% of the motor power, through an integral gearing (40) in series with the differential gearing as the part power loads of the shaft (62) and the electrical power between the generator (5) and the electromotor are integrated, so that the electromotor provides every nominal value through the operating system proportional to the nominal value from the accelerator pedal. The two power units operate in more than ten modes, with support from two brakes and two clutches to give six power stages.

Description

hybrid systems in vehicles are interesting because the findings of this Incorporate technology, in the drive technology with fuel cell.

outgoing Today, e-drives with 90 kW are of this technology quite common at Toyota and feasible. It is interesting that for the drive with fuel cell, the FCHV system from Toyota, always a nickel metal hybrid battery belongs, um, in addition to tasks of controlled on-board supply and regulation, Energy recovery while braking to allow in which electrical power is made bidirectionally effective.

A comparable NiMH battery brings Toyota also in hybrid vehicles which are powered by internal combustion engine. It is implemented in a so-called THS system. The battery has no memory effect, is strong load and strong dischargeable.

The electric motor housed in the engine case has a maximum power of 50 kW at 500 V. The associated combustion engine according to 10 has a power of 57 kW. The generator turns a maximum of 10,000 rpm at a power of 50 kW.

The Prius II has a stepless drive according to 2 , which is based on a single-stage planetary gear and whose sun gear also turns a maximum of 10,000 rev / min. With regard to the thermal limit power, the torque is limited to 115 Nm. This limit is ensured by the fact that the internal combustion engine can only generate this maximum torque. This also results in the effective power limit of the transmission with 50 kW.

The System is a serial parallel hybrid system, characterized that on the one hand the internal combustion engine is supported on the generator, branched over the Planetary gearbox that drives the front axle with a partial power, which results as reaction performance of the generator. In parallel The electric motor powered by generator and battery drives the vehicle directly to.

On the other hand, the generator can also charge the battery and serially supply the electric motor via a current transformer. Another variant results when the vehicle is electrically braked via the electric motor and battery charging takes place via the current transformer, as well as from the 7 and 8th is apparent.

The THS system is directly compatible with the patent DE 43 06 381 C2 that is older than the THS system. Also in this patent power is generated by the generator, on the one hand serves the board power supply and on the other hand reactive power, starting from the sun, via the planet gears to the ring gear, where it drives together with the electric motor, the wheels. In this patent, although the e-motor drives the rear wheels, this does not change the concept of power conditioning nor does it change the power shift between the engines.

With Toyota violates the THS system therefore against German patent law.

Indeed both systems have the significant disadvantage that the efficiency at cruising speed is bad because it is in this constellation of the engine does not give the direct converter-free drive gear and therefore at cruising speed converter losses in maximum Size accepted Need to become.

in addition that comes with respect on the thermal power limit of the engine, also the performance of the internal combustion engine must be limited.

These Disadvantages are inventively eliminated become.

In contrast, conventional automatic transmissions, for example, according to the functional diagram W1 four stages with significantly lower speeds and correspondingly larger torque and power. Again, the converter ( 2 ) always bridged when power does not need to be changed, for example at cruising speed.

The patent drawing 1 shows the possibility of the hydraulic converter ( 2 ) in that the fixed point G on the one hand with the help of the brake (B2) fixed point, on the other hand but the generator ( 5 ), used at this point, represents a controllable fixed point whose maximum reaction performance corresponds to the achievable support power of the engine, which serves the vehicle drive in the form of reactive power.

With 1 describes the basic structure underlying the patent applications 101 40 366.6. The electric converter consisting of generator and electric motor, provides controllable electrical energy. Over existing clutches (K1) and (K2), as well as the brake (B2) could theoretically, as with conventional automatic transmissions also converters free gears will be switched on if proper synchronization has been defined.

The object of this application is therefore also, starting from 1 Define feature groups to protect the engine from damage, especially before inserting brakes and clutches, in the event of faults in critical synchronization areas.

Nevertheless, it can be seen that over the fixed point F or the clutch, the differential gear after 1 can be used in three stages, which, as in conventional automatic transmissions also, comparable operating stages would arise if the kinematic conditions on the one hand and the inertia of the other hand, resulting from the generator would allow braking and clutching, without damage to clutches and brakes. The fourth gear is created by the purely electric drive via the electric motor ( 6 ).

In the functional diagram W1 of the hydraulic converter acts before switching operations synchronizing. Here in this patent application according to the invention and based on 1 but done in 4 stages electrically.

For this purpose, innovations are claimed according to the invention, which make it possible, through the use of two series-coupled planetary gear, ( 4 ) and ( 40 ), the power of the electrical converter consisting of generator ( 5 ) and electric motor ( 6 ), in relation to the power of the engine ( 3 ) by significantly reducing the number of machines ( 3 ) 5 ) and ( 6 ) on the one hand in the engine stage 2 (operating modes 2 and 3) completely free of the vehicle speed and thus can be operated economically and on the other hand, the machines ( 5 ) and ( 6 ) together the converter ( 6 ' ), which allows the engine ( 3 ) in power ranges to taxes, in which he can work optimally and economically, but at lower speeds and thus with lower power.

In engine stages 3 and 4, there are the modes 4 and 6, in which the engine ( 3 ) drives the vehicle without transformer. In stage 1 (operating mode 1), the drive is purely electrical.

For this reason, a further investigation with a two-stage engine is worthwhile, starting from the patent application DE 197 37 871 A1 , Here, however, with the disadvantage that not only important steps for synchronization of the converter are missing in this application, but also basic findings were not recognized.

Halve the associated patent drawing 4 the patent application DE 197 37 871 A1 in the axis of symmetry, then results in the new patent drawing 3 if we even ignore simplifications in the presentation. This basic function is also attributed to the patent DE 43 06 381 C2 ,

Here, the engine is driving ( 6 ) the planet carrier ( 41 ) primarily and thus loads the generator ( 5 ) of the converter ( 5 ' ). The associated reaction powers branch off via the differential gear ( 4 ) and load the engine ( 3 ), which in turn sends power to the gear ( 9 ).

The second drive of the transmission ( 40 ) takes place in that the hydraulic pump ( 50 ), which form part of the converter ( 5 ' ) and is to support 50% of the primary power, via the line ( 61 ) the hydraulic motor ( 60 ) and thereby in turn reaction power at the shaft ( 2 ), based on the drive power of the engine ( 6 ), generated.

A simplification of the principle becomes apparent with the patent drawing 4 , if the drawn hydraulic valve is ignored.

Hydraulic power at the engine ( 4 ) is generated in a differentiated manner, it is thus applied to the engine ( 40 ) integrated with the performance of the engine ( 6 ), where the integral of both powers, acts as a reaction to the rear axle.

It is hereby emphasized that this finding of the patent application DE 197 37 871 A1 can not be removed. It is therefore part of this patent application.

If one transmits these findings to the state of the art, then arises (5) in that the 25 kW electric motor ( 6 ) Part of the front car is to reduce the maximum current. The example 25 kW strong generator ( 5 ) supplies the electric motor in the 500 V electrical system protected by the housing.

Since the battery is installed in the rear of the car, it must, starting from the state of the art, have a 42 V battery concept according to 7 disconnected from the 500 V system of electrical machines via a current transformer.

8th intentionally presents the hardware of the electrical power split as an interim solution where the generator ( 5 ) is integrated in the 42 V electrical system, so that it becomes clearer when comparative calculations in connection with the La charging and discharging the battery ( 26 ) be made. Calculations do not actually belong in patent applications. However, the calculations made here are to be understood in the form of rollover calculations, with which the limits of physical feasibility must be demonstrated in order to underpin a possible usability.

In cooperation with the power specification by the electric motor ( 6 ), at the vehicle start, in the operating mode 2 , the functionality relates to 5 in that, on the one hand, the integral transmission ( 40 ) via the ring gear ( 41 ) is driven.

If one assumes the stationary vehicle, then drives the other hand, the engine ( 3 ) the pump ( 50 ), because the gear ( 9 ) that drives the front axle also stands and supports the engine. The stationary front axle supports via the gear ( 9 ) also the entire differential drive ( 4 ) and thus also the converter ( 5 ' ) consisting of hydraulic pump ( 50 ) and the generator ( 5 ). The converter ( 5 ' ) rotates in proportion to the speed of the motor ( 3 ) and supports on the one hand the electrical system and on the other hand loads mechanically and electrically the engine ( 3 ).

On the basis of this basis, the hydraulic pump ( 50 ), the hydraulic motor ( 60 ) also has a rated power of 25 kW. Nevertheless, the electric motor ( 6 ) for the respective power in the hydraulic system, because the integral transmission ( 40 ), that over the wave ( 2 ) drives the rear wheels, on the one hand for the power balance and on the other hand for the construction of the associated hydraulic pressure in the line ( 61 ).

About the power of the engine ( 60 ) decides therefore the engine ( 6 ). If it has a small power, the hydraulic pressure is also small. Increases the power of the engine ( 6 ), the hydraulic pressure also increases. As the pressure increases, the pump ( 50 ) and thus also the engine ( 3 ) proportionally charged.

The same applies to the electrical side of the engine ( 6 ), because with increasing load of the electrical system by the engine ( 6 ), the load of the generator ( 5 ) and thus also the load of the engine ( 3 ).

The motor ( 3 ) in the main function group 2, together with the battery to the internal power conditioner, which must secondarily apply the power that leads to the respective desired kinematic condition, which is primarily by the machines ( 5 ) and ( 6 ) is given.

In contrast, the electric motor ( 6 ), even if, in the main functional group 1 according to the invention, the engine ( 3 ) and the battery is the engine ( 6 ) alone.

By the way, the operating system monitors and regulates the battery charge and discharge by connecting it via the interface ( 33 ) of the 8th Among other things, the generator controller specifies the vehicle electrical system voltage and thus provides or generates battery capacity.

This turns the entire electrical path to the converter ( 6 ' ) whose effectiveness changes only when the engine ( 3 ) or shut down in certain phases of operation. Setpoint of this converter is according to 8th the river Isoll. It is executed by the operating system via the interface ( 30 ) proportional to the setpoint ( 24 ), which is created via the electronic accelerator pedal. Proportional to this setpoint changes in the hydraulic system, the pressure in the line ( 61 ).

Of the Pressure of the hydraulic shaft is thus proportional to the setpoint, which the driver has specified, but with the essential prerequisite that the operating system, based on the state of the art, the limits knows and takes into account, with which the overload of the engine must be prevented. For this, the characteristics of all of them participating machines are known and monitored by the operating system and be regulated.

This is also the engine ( 3 ) is loaded only to such an extent that effective protection results, whereby the operating system also determines the maximum fuel charge target values ( 24 ) knows or regulates, which are permissible in dependence on the vehicle speed.

In the patent drawing 5 it should be according to the invention two brakes. One is the brake B3, with which the electric motor ( 6 ) can be braked.

In addition, there is the brake (B2), which results from the pump ( 50 ) and engine ( 60 ) are hydraulically "blocked" as soon as an imaginary valve in the line ( 61 ) closed is. Simplified means that the hydraulic valve (B2) is closed, with the result that the pump ( 50 ) can build their nominal pressure, but no support performance. It just results in a supporting force, the sun gear of the engine ( 4 ) holds when the hydraulic boundary conditions are met.

These two brakes provide a parking brake, which can also operate the operating system at any reasonable time. It makes sense, for example, if these brakes at the latest Be Activation of the ignition key are tightened and released after pressing the mode selector lever.

According to the invention, the hydraulic shaft ( 61 ) by a mechanical shaft ( 62 ) replaced. This is done starting from the drawings 4 and 5 , now based on the drawing 9 , where in 9 the mechanical wave ( 62 ), with which the hydraulic shaft ( 61 ) is replaced.

If one goes in this context and with reference to 9 from the state of the art of the Prius II and here again uses the 57 kW engine ( 3 ) according to 10 then the feature groups ( 5 ) 55 ) and ( 66 ) and ( 65 ) at a maximum of 10,000 rpm, whereby the engines ( 4 ) and ( 40 ) are compared to the electric machines here also small inconspicuous turbines, which do not exceed the available frame of the common engine housing in terms of space requirements, because the installed electrical power consisting of two machines with 25 kW each, take up less space than if the Prius II , 2 machines a 50 kW are installed.

The gain of the invention, only by the introduction of the serial engine, (( 4 ) + ( 40 )) is so complex.

• 1. There is a considerable saving in weight, space and costs associated with the reduction the electrical power.
• 2. Reduction of conversion losses at cruising speed.
• 3. Reduction of kinetic energy of high-speed machines ( 5 ) and ( 6 ).
• 4. Except for the ring gears of the two engines ( 4 ) and ( 40 ) everything is already in motion at the start and thus also the machines ( 5 ) and ( 6 ), which together with the engine ( 3 ) before idling the accelerator pedal. The voltage regulation of the vehicle electrical system voltage can already be regulated at idle to 42 V. In the event that increased power is required at the start, the engine ( 6 ) can be easily rotated in the speed range equal to or greater than 1,000 rpm and can thus make available rated power at any time based on its nominal torque. The same applies to the generator ( 5 ).
• 5. Also the engine ( 3 ) is already idling before loading. Also, it can be raised in proportion to the then occurring setpoint specification in its speed to be correspondingly resilient. It can therefore be operated regulated with respect to its optimal combustion.
• 6. The use of electronic slip monitoring also becomes easy, only (I set) the motor ( 6 ) must be reduced to reduce the torque of the drive wheels.
• 7. The generator controller ( 21 ) in 8th , is via the interface ( 33 Programmed with respect to its nominal current and its nominal voltage, to produce at a corresponding setpoint input by the accelerator pedal at any time and therefore also at vehicle start reaction power, which serves the drive in considerable magnitude, without the engine ( 6 ) is helpful. Starting from the initially defined (two-stranded) NiMH battery, which should consist of 30 cells per strand and the 42 V according to 7 is operated at idle, drives at raising the battery voltage to 54 V, a current of 400 A and thus produces a serving for the drive reaction power of 21.6 kW. Its nominal power is according to the standard 25 kW. Accordingly, voltage control according to the invention of mode 2, for controlling the vehicle electrical system voltage for a meaningful start, starting from a relatively small setpoint already quite sufficient, because based on the engine ( 3 ) ( 10 ) then it rotates at 2,000 rpm and already produces a relatively high torque of more than 90 Nm. A little extra power of the engine ( 6 ) is sufficient to produce on the one hand nominal power of the generator and on the other hand, starting from the then following constant current control of the generator rated current to produce in the mode 3. The constant current control of the generator measured via the current transformer ( 6.7 ) of the 6 is, based on simple rules, thus dominant in the main functional group 2.
• 8. The same applies to the engine ( 6 ) also this engine rotates already at the start, also he can muster nominal power and thus the converter ( 5 ' ) even at startup electrically and mechanically fully utilized.

Out give the above-mentioned relationships but also disadvantages.

The key is to see that the fixed point of the engine ( 6 ) is lost and thus the direct drive of this engine whose torque at start and based on the prior art is equal to or greater than 400 Nm.

For this reason, starting from the operating system, at the purely electric start of the vehicle, the brake (B2) according to 9 be tightened so that the engine ( 6 ), based on the braked sun gear of the engine ( 40 ), with a correspondingly enlarged translation applies a torque that, however, taking into account the relatively small nominal energy content of the battery maxi times only leads to a maximum power of 14.4 kW.

Also the start together with the engine ( 3 ) is not convincing, because its maximum torque of 115 Nm has the engine ( 3 ) only at 4,200 rpm, like the 10 can be removed. The vehicle should then start in extreme cases and when requesting maximum power with the aforementioned speed, which is unacceptable.

Out that reason can the findings that Toyota related to the engine becomes powerful due to extremely high speeds, can not be used if the aforementioned advantages are to be utilized.

meaningful It is therefore, although here conventionally available feature groups, the Tested and optimized for years on the market, unchanged become.

For this belongs the four-stage conventional automatic transmission according to the working diagram W1 on the one hand and the associated primary drive according to

15 on the other hand. Both feature groups already have high torques at low speeds or can achieve these torques at low speeds of the engine ( 4 ) transfer.

If you transfer now the gear ratio (state translation) of the last stage according to 1 on the patent drawing 11 and implements them 11 as a replacement of the assembly ( 4 ) in the drawing 9 , then on the one hand the drawing results 12 and on the other hand, this results in new speed and power ratios.

The 12 shows the generator ( 5 ) only based on its function to the feature group ( 55 ) coupled and therefore framed by the engine with the shaft ( 62 ). Relative to the structural design of the 11 is he with the sun wheel ( 47 ) and thus does not disturb the engine mechanics. The brake (B2) can, as in 11 is shown, also be arranged in the engine.

Via the clutch (K1) the engine ( 3 ) uncoupled.

With the help of the clutch (K2) the engine ( 4 ) and there are transformerless gears in modes 4 and 6.

With the replacement of the engine ( 3 ) by the engine 15 then arise also new maximum torque and that with 320 Nm in the speed range between 1,600 and 2,600 rpm.

This results in the protection of the differential gear ( 4 ), according to the invention a meaningful range of services, based on a constant torque of 320 Nm, in the maximum power range of the engine ( 3 ) between 55 kW and 85 kW, based on the main functional group 2 when the sun gear ( 47 ) of the engine ( 4 ) on the one hand via the serial mechanical shaft ( 62 ) starting from the integral transmission ( 40 ) and on the other hand, is charged via the electric shaft.

The generator ( 5 ) has its maximum torque, starting from the prior art, already in the range around 1,000 rpm and can be operated from there with increasing speed with constant power and therefore also with speeds that exceed 10,000 rpm, far above those of combustion engines are. Constant power is thus available in the speed range between 1,000 and 10,000 rpm, ensuring constant on-board supply.

In this case, the electric motor can also apply its maximum power of 40 kW at the start and thus on the one hand electrically load the generator and on the other hand it supports as reaction power, via the shaft ( 62 ), the generator and thus brings in total a support power of 80 kW to the sun gear ( 47 ).

This creates an enormous start acceleration for the vehicle. Unless the operating system limits the maximum setpoint ( 30 ). In this context, an ESP system that can and must take action on this setpoint ( 30 ) as soon as it detects slippage on the drive wheels.

In summary, on the one hand and according to the invention, as described in the introduction, halves the electrical conversion power ( 6 ' ), consist of converters ( 5 ) and ( 6 ) compared to the utilized area of the primary drive, in that via the integral transmission ( 40 ) from the engine ( 6 ) regulated partial power to the differential engine ( 4 ) is additionally introduced and the associated reaction power drives the drive wheels, in addition to the reaction power of the generator, controlled.

On the other hand, the brake (B2) as a fixed point G of 1 replaced by 2 times 40 kW equal 80 kW regulated power of 12 which closes the circle of considerations.

Related to the 12 and 13 work now electric motor ( 6 ) and engine ( 3 ), in the main functional group 2 according to the invention, largely independent of the vehicle speed, because each of the two machines can, starting from Be operating system and the setpoint specifications ( 24 ) and ( 30 ) 8th ), without changing the vehicle speed, provide for speed increase or lowering of the engine.

This results in inventively new groups of features that are helpful in the synchronization of the converter before inserting clutches and brakes, resulting in essential distinguishing features for patent application DE 101 40 366 A1 result. For comparison with the existing patent applications remain 6 of 7 modes of the patent application DE 101 40 366 A1 but also received in this application. The same applies to the physical relationships, so that this relationship belongs to the prior art and is only hinted at below. However, additional essential operating modes are added.

Herewith the mechanical section is completed and it follows the Section that deals with the operation, the operating modes and the associated sub-situations sets apart.

New and additional modes are the synchronization serve. As an additional identifier, you will get the "S". In addition, there are other operating modes that depend on the position of the operating mode selector lever ( 28 ), which, starting from the beach, is operated by the driver. Here the term "W" is additionally used.

operating mode WP: The vehicle is stationary, the selector lever (W) is parked (P) and the parking brake (hand or foot brake), as well as the brake (B2) are energized as soon as the ignition key is pressed.

Main Function Group 1

WR mode: The selector lever (W) is at R. The shaft 2 is braked by the driver. The brake (B2) is tightened. The couplings (K1) and (K2) are open. The electric motor ( 6 ) gets a small setpoint value ( 30 ) in the reverse direction. As soon as the driver is off the brake, the vehicle slowly reverses on a level road, driven by the engine ( 6 ), based on the sun wheel ( 65 ) of the engine ( 40 ). If the driver brakes, the vehicle stops again. If it increases the setpoint, it moves faster backwards.

Mode WD: The selector lever is at D. The shaft 2 is braked by the driver. The brake (B2) is tightened. The couplings (K1) and (K2) are open. The electric motor ( 6 ) gets a small setpoint value ( 30 ) in the forward direction. As soon as the driver releases the brake, the vehicle slowly drives on a level road. If the driver brakes it again. If it increases the setpoint, it moves faster forward.

In these two modes, the battery is disconnected from the engine ( 6 ) charged. These operating modes belong to operating mode 1 of main function group 1. If the battery is heavily loaded in this operating mode, it will break 7 the cell voltage together to eg 0.8 V / cell. In relation to the two-stranded battery, a maximum current of 600 A is driven, with which a current limit is created, which the operating system uses to end the operating mode 1, because in addition the battery voltage also breaks down to 24 V. Thus, the maximum drive power of 14.4 kW is reached and can not be exceeded in this main function group.

Operating mode WD S1: The selector lever is set to D. The operating system detects the limit current and decreases the setpoint ( 30 ) and opens the brake (B2). At the same time the engine ( 3 ) is started and brought to a speed corresponding to the vehicle speed. Then we closed the clutch (K1). The praying system gives a setpoint ( 24 ), with which the converter ( 5 ) is brought to idle speed (1,000 / min).

Main Function Group 2

Operating mode WD-B2: The selector lever is set to D. Operating mode 2 is effective, with voltage control. In accordance with the setpoint input by the accelerator pedal, the operating system sets the setpoint values ( 24 ) and ( 30 ) new.

At the same time, the generator is switched on via the excitation field ( 6.3 ) according to 6 excited. This is done via the interface ( 33 ) in that the controller ( 21 ), the reference value for the vehicle electrical system voltage is specified. In this case, this takes place in that the vehicle electrical system voltage z. B. is raised to 45 volts. If this sets a charge current of 40 A, then the battery is in a state that is not permitted based on the operation of the system and the driver receives a warning signal. The battery voltage is switched to charge conservation and the charge of the battery begins. The generator controller now regulates too low a vehicle electrical system voltage. If the battery is well maintained, then the operating system can slowly raise the electrical system eg to 51 V (1.7 V / cell) and then gets, for example, a charging current between 300 and 400 A (based on a two-stranded battery) and thus stores the value " Battery charge required. "This operation causes the motor to 3 ) additionally burdened, its speed is going to collapse but the operating system that is above the fuel specification ( 24 ) n3 = constant = 1,200 / min regulates, verhin do that and give more stuffing.

• • Mit der Änderung der Leistung des Motors (6) verändert sich auch die Belastung von Generator (5) und Motor (3). Sinkt die Drehzahl n3 dann wird vom Betriebssystem der Sollwert (24) entsprechend angehoben.
• • Über die Schnittstelle (33) wird dem Betriebssystem ausgehend vom Stromwandler (6.7) der Iststrom (I 6 ist) übermittelt.
• • Liegt der Wert zu niedrig, erfolgt weiterhin Batterieladung.
• • Entspricht der Iststrom dem Nennstrom des Generators, dann endet hier die spannungsgeregelte Betriebsart 2. Es ergibt sich der Übergang zur Betriebsart 3

The driver raises the setpoint via the accelerator pedal and the operating system raises the setpoint ( 30 ) for the engine ( 6 ) accordingly.

• • By changing the power of the engine ( 6 ) also changes the load of generator ( 5 ) and engine ( 3 ). If the speed drops n3 then the operating system will set the setpoint ( 24 ) raised accordingly.
• • Via the interface ( 33 ) is the operating system from the current transformer ( 6.7 ) the actual current (I 6 is) transmitted.
• • If the value is too low, battery charging will continue.
• • If the actual current corresponds to the rated current of the generator, the voltage-controlled operating mode 2 ends here. The result is the transition to operating mode 3

Operating mode WD B3 better is the term B3 in the main function group 2,
Because regardless of the area code by the selection lever arises, starting from the above conditions, the mode 3 continuously. Above the setpoint ( 30 ), the rated current (I 5) of the generator is constantly controlled (current regulation) and the rated filling value (n5 nominal) of the generator is set to the corresponding filling setpoint ( 24 ) and the corresponding amount of fuel regulated.

The vehicle accelerates accordingly. Is the setpoint ( 30 ) so far back that (I 5 nominal) is exceeded, the operating system switches back to the operating mode 2 with voltage control without interruption.

• • Die Betriebsart 3, in der der Generator (5) konstant mit Nennleistung betrieben wird, ist eine stromgeregelte Betriebsart, die vom Betriebssystem vorprogrammiert über möglichst weite Bereiche aufrechterhalten werden soll, dadurch gekennzeichnet, dass ausgehend von einem mittleren Sollwert, bei dem das Bordnetz durch den Motor (6) nicht voll ausgelastet wird ergänzende Batterieladung durch Anhebung der Bordnetzspannung in dem Maße erfolgt, dass der Generator, weitgehend unabhängig vom Sollwert (30), konstant mit Nennleistung betrieben wird.
• • Geht dabei der Sollwert (30) auf Null, dann geht der Sollwert (24) erst dann zurück, wenn die Batterie jene Kapazität erreicht hat, die zur Batterieerhaltungsladung führt.
• • Erkennt der Fahrer deswegen einen zu großen Vortrieb, nimmt er das Gaspedal weiter zurück, erst dann wird über die Schnittstelle (33) der Sollwert für die Bordnetzspannung zurückgenommen und damit die Batterieladung teilweise oder ganz aufgehoben.

There is a special program in this mode, which is then switched priority by the operating system, if the battery capacity is too small and therefore the vehicle electrical system voltage must be kept too low.

• • The operating mode 3, in which the generator ( 5 ) is constantly operated at rated power, is a current-controlled operating mode, which is preprogrammed by the operating system over as wide a range as possible, characterized in that starting from a middle setpoint, in which the electrical system by the engine ( 6 ) is not fully utilized additional battery charge by raising the vehicle electrical system voltage is carried out to the extent that the generator, largely independent of the setpoint ( 30 ), is constantly operated at rated power.
• • Does the setpoint go ( 30 ) to zero, then the setpoint goes ( 24 ) only when the battery has reached the capacity that leads to the battery conservation charge.
• • If the driver detects too much propulsion, he will continue to lower the accelerator, only then will the 33 ) The setpoint for the vehicle electrical system voltage withdrawn and thus the battery charge partially or completely canceled.

These Mode is used to on the one hand with maximum possible Acceleration values to achieve city driving speeds and on the other hand for constant capacity the battery.

Related to the engine ( 3 ) It makes sense to use and operate this operating mode in the speed range between 1,500 and 2,500 rpm, which makes sense on the one hand with regard to the constant maximum torques and on the other hand decides that only a maximum power of 80 kW is achieved until the city driving speed is reached See available. The motor ( 3 ) then works in his economic field with optimal combustion. It is theoretically possible to set the setpoint ( 30 ) so far that the rated current of the motor ( 6 ), then this mode ends when the associated vehicle speed is reached, which also goes beyond the city driving speed under this condition.

Independent of the position of the selector lever thus begins the synchronization phase to mode 4 in the main function group 3.

Before mode 4 starts, it must be synchronized so that the brake (B2) and thus the generator ( 5 ) can be braked.

Operating mode WD, S2

Here, the speed of the engine ( 3 ) according to 15 taken back to 1,700 / min and kept constant there. Furthermore, in parallel to the speed of the engine ( 6 ) until the shaft ( 62 ) stands. Then the brake (B2) is tightened.

Operating mode WD B4

The mode 4 is independent of the position of the drive lever and after inserting the brake (B2) operable solely by the setpoint ( 24 ) is set by the operating system proportional to the position of the accelerator pedal. Based on the given speed n3 = 1.700 / min, the vehicle can now be driven with a maximum power of about 50 kW, because the setpoint 30 must be set to zero. In mode 4, the diesel drives 15 the vehicle according to the invention alone.

Is maximum acceleration required For the first time, the speed n3 increases proportionally to the vehicle speed because the sun gear ( 47 ) represents a solid support.

Based on the sun wheel ( 47 ) of the engine ( 4 ) the drive power goes to the wheel ( 9 ), because the coupling ( 1 ) closed is. Here, the engine ( 4 ) only used as a reduction gear and thus increases the thermal limit power, because the wheel ( 47 ) stands.

The motor ( 6 ) should not, however, idle, but load the battery slightly, so that the electrical system on the one hand remains stabilized and on the other hand is continuously available as soon as energy recovery is pending.

In the event that the engine ( 4 ), a power of 104 kW at 4,000 turns tolerates the vehicle hereby according to the characteristic 15 be accelerated. If this is not enough, or if the driver continues to push full throttle then the
Operating mode WD B5
effective that the setpoint ( 30 ) is raised to full capacity of the battery. The battery is then charged with 600 A and breaks, as already gesdagt, together to a voltage of 24 V. What results in a reaction power for the drive of 14.4 kW via the engine ( 40 ) becomes additionally effective. The drive power increases thereby limited and depending on the battery capacity to a maximum of 118 kW.

Largely independent of the selector lever is the stop function of the engine ( 3 ). It can be turned off, for example, in selector lever positions 1 as soon as the setpoint ( 24 ) goes to zero. If the setpoint is raised again then the acceleration is purely electrical.

This But the process is also e.g. with the selector lever position WD B2 and B3 possible and feasible.

Energy recovery is easily possible from mode 4. Is the electric motor ( 6 ) reversed, it can be supported on the standing wave ( 62 ) for battery charging.

In operating modes 2 and 3, this is only possible to a limited extent because the motor ( 3 ) then over the wave ( 62 ) is accelerated because of its low braking effect. This process must be controlled and regulated by the operating system by compensating
Operating mode WD S3
takes effect, that the operating system via the interface ( 33 ) raises the board voltage so that in addition battery charging takes place via the generator, whereby n3 = constant can be regulated when generator ( 5 ) and engine ( 6 ) share the power share of the requested energy recovery.

Operating mode W2

The start on the mountain is done with the support of the engine ( 3 ), in that the operating system already provides a speed increase when the vehicle is stationary, with the result that the engines ( 5 ) and ( 6 ) run at least at nominal speed (about 1000 rpm) and the engine ( 3 ) z. B. already rotates at 1700 rpm. How out 15 can be seen, he then has at full filling ( 24 ) at maximum torque already has a power of 55 kW, if the operating system for constant speed of this engine ( 3 ). Because this power can be spontaneously available without changing the rotational speed, according to the invention an ESP-like system is required, characterized in that when one of the drive wheels slips, the desired value ( 30 ) is reduced as long as slip is recognizable. The speed of both drive wheels must be monitored. If an ABS system is available, then these speed differences are monitored anyway.

Depending on the setpoint given by the driver, the operating system can be connected to the engine ( 6 ) now set a maximum setpoint, in that the setpoint ( 30 ) is raised until the operating system reaches the rated current of the generator ( 5 ) has recognized.

In the meantime, the operating system detects the onset of the speed N3 = constant = 1,700 rpm and raises the filling setpoint ( 24 ) until he, too, the requested supporting power of generator and engine ( 3 ) has applied. For this he turns then with approx. 2.500 U / min.

highlighted must become, that it does not matter which mode of operation is assumed. It is sufficient, if the driver sets the selector lever to 2, because ultimately decides the operating system due to its integrated basic program and dependent on to the specified setpoint itself, whether in operating mode 2 or 3 works.

operating mode S5

If, in operating mode 5, cruising speed is reached and the driver accelerates further, the setpoint values ( 30 ) and ( 24 ) the synchronization phase to mode 6 is created. Here, the brake (B2) is opened. Above the setpoint ( 24 ) the speed of the engine ( 3 ) lowered and held. In parallel, the setpoint ( 30 ), the generator is accelerated until the ring gear ( 44 ) and the Sun gear ( 47 ) with smooth speed. The speed (n44) corresponds to the speed (n3) and the speed of the sun gear can on the shaft ( 62 ), taking into account the translation. This results in the
Operating mode B6.
in which the operating system closes the clutch (K2)

The engine after 15 reaches its power of 103 kW at 4,000 rpm with a torque of 240 Nm, that the clutch (K2) must transmit maximum. The engine ( 4 ) is short-circuited and its thermal limit power no longer matters. An operating mode 7 , which would be conceivable with the support of the battery, is omitted here because the reaction power the engine ( 3 ) would additionally burden.

Operating mode S6

In this case, the setpoints ( 24 ) and ( 30 ) briefly withdrawn and the clutch (K2) is released. The motor ( 3 ) accelerates, for example, to a speed of 3,000 rpm and thus able to apply a maximum of 95 kW. At the same time, the machines ( 5 ) and ( 6 ) as described as long as for battery charging until the speed of the generator is zero. Subsequently, the brake (B2) is inserted and the operating mode 4 or 5 is effective depending on the then pending setpoint.

Operating mode S4

These Operating mode can result from the fact that the operating mode 5 is not sufficient to accelerate the vehicle sufficiently on the mountain and thus the speed of the engine, for example, dropped to 1,500 rpm is and therefore for the drive only a drive power of 65 kW plus the electric power of 14.4 kW is available.

In this case, the setpoints ( 24 ) and ( 30 ) briefly withdrawn and the brake (B2) released. Then the machines ( 3 ) and ( 6 ) accelerated by setpoint specifications known type, whereby the generator is accelerated. Once it has reached its rated speed, it will be sent via the interface ( 24 ) and the interface ( 30 ) provides rated current, the generator.

It the transition arises to operating mode 3

In conclusion, can Therefore, it should be noted that this invention presented here quite suitable, consuming conventional automatic transmission because this new concept is more economical. economic especially until reaching the city speed, because here engines with hydrodynamic converter are relatively uneconomic, because the engine shifts three gears at each acceleration phase must and the driver, for example, full throttle these corridors way too uneconomical extending.

As far in this invention, the courses will be extended over the chosen one Power of the electric converter decided. With increasing performance On the one hand, this converter increases the acceleration on the other hand but also the fuel consumption. The designer can therefore rely on this To influence.

Summary

A paragraph of the introduction was: "On the other hand, conventional automatic transmissions, for example according to the functional diagram W1 four-stage with significantly lower speeds and correspondingly larger torque and power. Again, the converter ( 2 ) is always bridged when power does not have to be changed, for example at cruising speed. "

If, in this connection, reference is made to the aforementioned universal usability of hybrid systems on the one hand, and to drives with a fuel cell on the other, the mode of operation 4 in this case also results in the activation of the first transformer-free gear, as is the case in FIGS 13 and 14 becomes apparent when, in addition, the function overviews are redefined.

• • a) Triebwerk nach Patentzeichnung 13 für Verwendung mit Dieselmotor gemäß 10 in Anlehnung an die 11 und 12
• • b) Triebwerk in Anlehnung an 12 mit Brennstoffzelle gemäß Patentanspruch 17.

This concludes with two chapters

• • a) engine after patent drawing 13 for use with diesel engine according to 10 Based on the 11 and 12
• • b) Engine based on 12 with fuel cell according to claim 17.

To chapter a)

The pump - nozzle engine ( 3 ) according to 15 operates power-limited between 50 and 80 kW at speeds between 1700 and 2500 rpm up to and including mode 3, generating a relatively large torque of a maximum of 320 Nm, but not when the drive lever ( 28 ) is at D and the setpoint is preset by the accelerator pedal is zero. As described here, in mode 1, the motor ( 6 ) alone.

• • ist er jetzt, bezogen auf die neue Konstellation, relativ klein, fährt das Betriebssysten das Triebwerk in der Betriebsart 2 mit Bordnetzspannungsregelung = konstant 500 V. Will die Spannung zusammen brechen, wird die Erregung angehoben.
• • ist er relativ groß, fährt das Betriebssysten das Triebwerk in der Betriebsart 3 mit Stromregelung = konstant = Nennstrom des Generators. Will die Nenndrehzahl des Generators zusammen brechen, wird die Drehzahl des Motors (3) angehoben. Ist die Drehzahl von 2.500/min gemäß 15 erreicht, erfolgt Drehzahlbegrenzung und damit auch Leistungsbegrenzung des Motors (3) bei 80 kW. Das funktioniert aber nur, wenn diese Leistung durch Generator (5) über das Sonnenrad (47) und den Motor (3) über die Welle (62) und das Rad (56) ebenfalls auf das Sonnenrad (47) übertragen und damit die Leistung der Maschinen (5) und (6) addiert werden kann. Das würde auch bedeuten dass die Reaktionsleistung des Generators (Generator ohne Berücksichtigung des Wirkungsgrades) zusammen mit der Wirkleistung des Motors (3) (mit Berücksichtigung des Wirkungsgrades), zusammen die Bordnetzleistung von 80 kW aufbringen. Sind die Nennleistungen der Maschinen kleiner, liegt die Leistungsgrenze des Antriebssystems tiefer.

Cancels, due to appropriate setpoint input by the accelerator pedal, the battery voltage per cell according to 7 together because of the If the driver has set too high a setpoint, the engine ( 3 ) starts and goes, according to 15 , for example, 1,700 / min. The wave ( 62 ) is computer-aided, via the engine ( 6 ) and rotated so fast that, taking into account the vehicle speed, the ring gear ( 44 ) also rotates at 1700 rpm. The operating system closes the clutch (K1) and the excitation of the generator will, according to 6 , via the excitation field ( 6.3 ) so specified that battery charging takes place. The vehicle electrical system voltage should then be 500 V. Now the setpoint set by the driver is released,

• • If it is now relatively small in relation to the new constellation, the operating system drives the engine in operating mode 2 with on-board voltage regulation = constant 500 V. If the voltage breaks down, the excitation is raised.
• • If it is relatively large, the operating system drives the engine in mode 3 with current control = constant = rated current of the generator. If the rated speed of the generator breaks down, the speed of the motor ( 3 ) raised. Is the speed of 2,500 / min according to 15 is reached, speed limitation and thus also power limitation of the engine ( 3 ) at 80 kW. But this works only if this power by generator ( 5 ) over the sun wheel ( 47 ) and the engine ( 3 ) over the wave ( 62 ) and the wheel ( 56 ) also on the sun gear ( 47 ) and thus the performance of the machines ( 5 ) and ( 6 ) can be added. This would also mean that the reaction power of the generator (generator without consideration of the efficiency) together with the active power of the engine ( 3 ) (taking into account the efficiency), together the onboard power of 80 kW apply. If the nominal power of the machines is smaller, the power limit of the drive system is lower.

Is the drive lever ( 28 ) to 2, the engine is already started before the start of the vehicle ( 3 ) started. With stationary ring gear of the engine part ( 40 ) the engine turns ( 6 ) the ring gear ( 44 ) with 1.700 / min and the clutch (K1) closes at synchronization end.

Of the Desired value of the driver is released and the vehicle can be jerk-free Start on the mountain and accelerate.

is the city driving speed is reached, irrespective of the position of the driving lever and after motor synchronization mode 4 switched on.

When the cruising speed is reached, after synchronization, the clutch (K2) is closed and the vehicle drives in the operating mode 6 in direct gear (engine ( 4 ) is short-circuited), transducer-free and with good efficiency.

To chapter b)

• • Engine after 14 with fuel cell according to claim 17. Based on 12 where the engine ( 3 ) is replaced by the electric motor ( 3 ' )

Also here it can be the driving lever positions D and 2 optional. Indeed depends on that Assignment of control and regulation not directly from the possibilities from the perspective of this patent application, but also from the performance the fuel cell.

Conceivable and starting from a consuming conceived fuel cell, the vehicle is started from the Fahrhebelstellung 2 , in mode 3 on the mountain, as follows:
The brake (B2) is tightened. Both electric motors ( 3 ' ) and ( 6 ) load the fuel cell in dependence on the specified setpoint. In this case, a maximum of both machines could record rated current starting from a run-up phase and accelerate the vehicle accordingly, because the ring gear of the engine part ( 40 ) and because the planet carrier ( 45 ) of the engine ( 4 ) is also available, as long as the starting phase is assumed.

This turns the machine ( 3 ' ) at start-up already at rated speed (about 1,000 rpm) With a relatively high setpoint specification (start on the hill), the rated output of the machine ( 3 ), because the machine ( 6 ) in turn based on the ring gear of the engine ( 40 ) corresponding support power over the shaft ( 62 ) on the sun wheel ( 47 ).

But more meaningful is the exploitation of claim 17, characterized in that the electric motor ( 3 ' ) in the drive lever position D, already running after pressing the ignition key and its maximum torque does not fall below the actuation of the accelerator pedal, the control of the fuel cell is then simplified by the fact that it has to provide only current-controlled for a constant electrical system, this results in addition to the simplification the fuel cell different variants, with and without battery, which are capable of providing as constant or continuously increasing or decreasing load on the fuel cell, making this cell, which is still priceless today for use in vehicles, may be affordable. But more important could be the increase in reach through increased efficiency. Instead of an electric motor then come two electric motors ( 3 ' ) and ( 6 ), whose power adds up according to the invention. The generator ( 5 ) eliminates it. The result is the new compilation drawing 14 that of the drawing 12 is similar.

Claims (18)

There have been many attempts to electrify conventional automatic transmissions according to functional diagram W1 in which the hydrodynamic converter ( 2 ) by an electric generator ( 5 ) based on the patent drawing 1 is replaced by the fact that the fixed point (B2) becomes the variable fixed point (G), in which a generator ( 5 makes this fixed point to the controllable fixed point, the object of the invention is to use for a serial / parallel hybrid concept so that on the one hand to be generated electrical converter power, in the order of only up to 50% of the maximum possible primary power of the engine ( 3 ) is used and on the other hand, two converter-free gears are switched, as it is also common in conventional automatic transmissions based on the last stage of automatic transmissions according to functional diagram W1, thereby indicating that there are - more than 4 independent Betrtebsarten for the mechanical Synchronistationen the engines is programmed before and after switching operations - - and on the other hand power at the differential gear ( 4 ) is differentiated at the serially arranged integral transmission ( 40 ) is integrated with the power setting of the engine ( 6 ), the generator ( 5 ), as part of the converter ( 5 ' ) in turn action power for the electrical supply of the converter ( 6 ' ) and thereby reaction power together with the converter ( 6 ' ), which serves the vehicle drive - the internal combustion engine ( 3 ) is thereby in Betrtebsarten 1 to 3 for internal and in Betrtebsarten 4 to 6 for directly effective drive motor, which therefore can provide efficiency because he according to the invention in the modes 2 and 3, by the Betrtebssystem free of the vehicle speed and therefore optimal can be controlled and regulated, energy recovery by battery charging, as well as support by the battery to boost the Antrtebs, in the modes 4 to 6 increase the economy. According to claim 1, as parallel / serial hybrid systems, on the one hand mechanically from two differential gears ( 4 ) and ( 40 ) and via the serially acting hydraulic shaft ( 61 ), according to the patent drawing 5 have the electrical component of the converter ( 5 ' ), consisting of generator ( 5 ) and hydraulic pump ( 50 ), without hydraulics and according to patent drawing 9 , via the serially acting mechanical shaft ( 62 ), work with the same effect, characterized in that the reference value predetermined motor ( 6 ) with its action performance the generator ( 5 ) and via the integral transmission ( 40 ) according to 9 his reaction power branches and she over the shaft ( 62 ) the differential gear ( 4 ), the generator ( 5 ), with its reaction line on the one hand the engine ( 3 ) and on the other hand via the wheel ( 9 ) driving the vehicle, regeneratively generates that power which the engine ( 6 ), from the point of view of the distribution of the reaction performances, the engine ( 40 ) to the differential drive, to generate reaction power that the engine ( 4 ) steplessly controlled by the setpoint of the mor 6 ) integrated, when the Batterte is not included, the thus achievable Antrtebsart, goes included the start, steplessly regulated, far beyond the city driving speed, resulting in increased efficiency through stepless Antrteb results. Hybrid systems of claims 1 and 2 and according to patent drawing 1 , can be based on the prior art relatively large torques, transmitted at relatively low speeds, because Antrtebsart and performance can be compatible, the last assembly of conventional automatic transmission according to functional diagram W1, comes the gehögege internal combustion engine after 10 , together with the integral transmission ( 4 ) to 11 in 12 For use, then in the speed range between 1,700 and 2,500 a constant torque of 320 Nm with a maximum power of 85 kW can be generated and transmitted, characterized in that according to the invention and starting from an effective power distribution of 80 kW, the generator ( 5 ) of the converter ( 5 ' ) can absorb and generate a reaction power of 40 kW because the engine ( 6 ) then, starting from the corresponding setpoint specification ( 30 ) according to 8th , in appropriate size loading can, - the engine ( 6 ) in turn produces reaction services branched via the integral transmission ( 40 ) based on the wave ( 2 ) and serially over the shaft ( 62 ), with torques of the order of magnitude of 160 Nm, with maximum setpoint presetting and a maximum power of 40 kW, which is also on the wheel ( 55 ) becomes effective when efficiencies are only partially taken into account and, together with the generator ( 5 ) characterized the reaction performance of the converter ( 5 ' ) of the order of 80 kW, with which the engine ( 3 ), the torques are supported on the integral transmission ( 40 ), starting from the shaft ( 2 ) and the differential gear ( 4 ) starting from the wheel ( 9 ), which transmits the torques to the drive wheels in a correspondingly reduced manner, the calculation being intended as a rough calculation in order to clarify the basics, so that it can be said in summary that here and according to the invention only about 50% of the primary power used has been used, namely in the Magnitude order of 40 kW must be generated in order to drive a vehicle up to city driving speed with a Antrtebsleistung by 80 kW, continuously and without the use of a hydraulic To be able to accelerate converter, starting from the state of the art, electrical machines of this size can be installed in the engine housing, if the associated wiring system to 500V according to the patent drawing 7 is constructed. In hybrid drives according to claims 1 to 3, the Fahrzeugantrteb in the main functional group 1 can be purely electrically, when the brake (B2), the drawings 12 , is tightened when starting the vehicle and the drive is starting from the engine ( 6 ) battery-backed, characterized in that on the stationary or braked sun gear of the integral operation ( 40 ) the wave ( 2 ) is driven backwards, when the operating modes selector lever ( 28 ) to "R" and forward, if this lever is at 1, 2 or D, here at the engine ( 6 ), of course, can only absorb the power related to a 42 V nickel-metal-hydride two-strand battery 7 results if the battery is charged with a maximum of 600 A at 24 V, ie with 14.4 kW. Hybrid systems according to claims 1 to 4 have in the main functional group 2 and in the modes 2 and 3, from a kinematic point of view, a great deal of flexibility, which is particularly useful when the mode selector lever by the driver is set to position 2, the start on the mountain should be controlled here so that the Start frictionally and can be done without large speed fluctuations, characterized in that - on the one hand, the operating system, the fuel filling setpoint ( 24 ) before the start so pretending that the fuel level regulator ( 21 ) always gets that amount of fuel that drives the engine ( 3 ) constantly at a speed of 1500 rpm and thus under load, according to 10 if necessary, can suddenly apply its maximum torque of 320 Nm, that - on the other hand according to 12 , the speeds of the machines ( 3 ) 5 ) and ( 6 ) According to the invention are free from the vehicle speed, so that all three machines can take considerable influence on the speed of this two-sided driven and centrally braked by the generator drive path, which results serially coupled via the two planetary gear, in addition, have electrical machines already in the Speed range around 1,000 rpm above their rated power and can deliver up to speeds around 10,000 rpm, constant rated power since they are related to the relatively high engine speed ( 3 ) are operated at speeds above 1,000 rpm already at the start of the vehicle, they also already have rated power when larger setpoints are given, making it easily possible to use the converter ( 5 ' ) at the start, for example, to generate 50 kW, so that the engine ( 3 ), if the engine speed (n3) wants to break together, the charge controller ( 24 ) According to the invention and brings the engine ( 3 ) to a discharge line of 50 kW, by keeping constant the speed, the proportion of electrically generated reaction power is only 25 kW and the associated nominal line of the generator ( 5 ) is at an efficiency of 0.8 then 20 kW, the engine ( 6 ) would apply, if no battery charging occurs, this power is not enough, the setpoint of the engine ( 6 ) via the interface ( 30 ), whereby the converter ( 5 ' ) and thus also the engine ( 3 ) are additionally loaded via the interface ( 24 ) more fuel is made available regulated and the engine ( 3 ) achieves 80kW and produces a constant torque of 30 Nm. According to the invention, hybrid systems according to the invention have an operating system which, in connection with its vehicle electrical system, is based on 8th , with the optimization of the vehicle electrical system voltage on the one hand and the battery charge on the other hand, so that an average capacity of 80% is preprogrammed, but in connection with variable vehicle electrical system voltages depending on the 6 existing operating modes subject to different optimization criteria, characterized in that the operating system, in the case of claim 5 for example and in mode 3, the vehicle electrical system voltage via the interface ( 33 ) until the generator ( 5 ), generated by additional battery charge, up to the rated power, generates a power of 40 kW and thereby produces a reaction power of 50 kW, when the efficiency is, for example, 0.8, the engine ( 3 ) is charged with it and starting from the example of claim 5, with 70 kW, which he achieved even at a speed of about 2,000 rpm, in a reasonable speed range, this power is not sufficient to start the vehicle, then lifts the Operating system, as already defined, the setpoint ( 30 ) and reduces to the same extent the setpoint value, for the vehicle electrical system voltage, in which it regulates the current of the generator with (I 5) = constant = (I nominal), the converter has 5 ' ), in response to this variable control also reaches a reaction power of 80 kW, then the engine ( 3 ) also apply this power and thereby produces on the wheel ( 9 ) a reaction torque of 320 Nm, the associated reaction torque of the engine ( 6 ), amounting to 160 Nm, becomes the additional starting torque on the shaft ( 2 ), so that the hybrid concept in this application has a starting torque of 480 Nm, based on a regulated vehicle electrical system voltage, it should be emphasized that while the electrical component of the generator ( 5 ) with 160 Nm already in the moment with constant reaction power is available, as soon as the generator with nominal current, in the operating mode 3 is operated, the operating mode 2 gives the after infinitely, as soon as the rated current is below, with voltage regulation, the Sollwertabhängig the battery charging voltage, comparatively, however, the Toyota THS system only allowed a starting torque of 400 Nm, the concept presented here is thus even more effective at start than this the technology was, so far possible. According to the invention, hybrid systems according to claims 1 to 6 have a protection system which, according to the prior art, resembles an ESP system or can be integrated into this system, characterized in that, when the drive wheels slip, the desired value ( 30 ) is taken back accordingly by the operating system. According to the invention, hybrid systems according to claims 1 to 7 have an operating system which, for example and in relation to the dialing order "D", equals drive, and an average setpoint specification that the vehicle, even from the start, in the operating mode (FIG. 2 ), can accelerate continuously up to the city driving speed, if the nominal value ( 30 ) is influenced by the driver, by careful driving, so that while the rated current of the generator ( 5 ) is reached, it can be done if necessary battery charge, characterized in that the operating system is proportional to the setpoint ( 30 ) and via the interface ( 33 ) sets the setpoint of the vehicle electrical system voltage not to 1.8 V per cell but lower, is based on the two-stranded battery, each with 30 cells, a current of 400 A already reached at a vehicle electrical system voltage of 1.7 V / cell, then can the operating system with reference to charging characteristics according to 7 determine that the battery only has a capacity of 120 Ah and must be charged so regulated that the vehicle electrical system voltage is kept constant at 51 V, the system is thereby weakened in its performance, which can be made visible to the driver via an ergonomic optics which, according to the state of the art, is also available from Toyota's THS system. Hybrid systems according to claims 1 to 8 have on the one hand over 6 operating modes which are supplemented according to the invention by 4 additional modes, in their mode of action they are on the one hand between the modes 3 and 4 and on the other hand between the modes 5 and 6 and, with "S" for active synchronization indicated below, characterized in that the mode S3 is initiated by filling ( 24 ) is taken back, by battery charge, the engine ( 6 ) and the generator ( 5 ) together for energy recovery, which on the one hand repeals the braking effect on the vehicle and on the other hand, the braking effect on the rotating masses including engine ( 3 ) is controlled according to the setpoint specification, the motor ( 3 ) supports this braking process, the speed of the generator goes to zero and the voltage at the excitation field ( 6.3 ) of the drawing 6 is shut down by the operating system shortly before this value is reached, the engine ( 6 ) closes the battery charge with low power and when the speed of the generator is zero, the brake (B2) is inserted, this ends this mode and the mode 4 is switched on. Hybrid systems according to claims 1 to 9 according to the invention have an operating mode 4, characterized in that regardless of the position of the driving lever and after inserting the brake (B2), this mode of operation is only operable by the setpoint ( 24 ) is set by the operating system proportional to the position of the accelerator pedal, based on the sun gear ( 47 ) of the engine ( 4 ) the drive power goes to the wheel ( 9 ), here the engine ( 4 ) used as a reduction gear and thus increases the thermal limit power, the engine ( 6 ) should not idle, but put a slight load on the battery, so that the electrical system remains stabilized on the one hand and steplessly available, as soon as energy recovery is requested, in case the engine ( 4 ), a power of 104 kW at 4,000 turns tolerates the vehicle hereby according to the characteristic 10 that is not enough, or the driver continues full throttle then mode 5 is activated. Hybrid systems according to claims 1 to 10 according to the invention have the operating mode 5 characterized in that the setpoint ( 30 ), the battery is then charged with 600 A, breaking down to a voltage of 24 V, resulting in a reaction power for the drive of 14.4 kW via the engine ( 40 ) is additionally effective because the sun gear ( 65 ) is braked in this mode via the brake (B2), the drive power increases limited by the available battery capacity to 118 kW. According to the invention, hybrid systems according to claims 1 to 11 have the operating mode S5, which results from the fact that, after reaching the cruising speed, the driver takes back the setpoint, characterized in that the setpoint values (FIG. 30 ) and ( 24 ) and the brake (B2) is opened, above the setpoint ( 24 ) the speed of the engine ( 3 ), now the setpoint ( 30 ), the vehicle, and the generator ( 5 ) are accelerated, yet it decreases and the speed of the engine ( 6 ) proportional to it, the speeds are len n6 and n5 is the same, the setpoint ( 30 ) so far taken back that this synchronism is maintained, via the interface ( 24 ) is also the engine ( 3 ) brought to the same speed and the operating system can thus according to the invention slip without slip the operating mode 6 in that it closes the clutch (K2) Hybrid systems according to claims 1 to 12 according to the invention have the operating mode 6 characterized in that by shorting the engine ( 4 ), via the clutch (K2), the direct converter-free gear becomes effective by the operating system setting the 24 ) Proportional to the position of the accelerator pedal and thus the vehicle converter-free and directly accelerated, hereby the economy is achieved, which are also achieved in conventional engines to W1, because here is the converter ( 2 ) then shorted, as the Wirkschaltpln W1 can be seen, the engine after 10 It achieves its power of 103 kW at 4,000 rpm, with a torque of 240 Nm that the clutch (K2) on the gear ( 9 ), the engine ( 4 ) is short-circuited and its thermal limit power no longer matters, a mode of operation 7 , which would be conceivable with the support of the battery, is omitted here because the reaction power the engine ( 3 ) would burden additionally, nevertheless the engine ( 6 ) the engine ( 3 ), so that energy can be recovered without interruption in the event of spontaneous redemption, taking into account the "fuzzy effect". According to the invention, hybrid systems according to claims 1 to 13 have the operating mode S6, which results from the cruising speed in that, when loaded on the mountain, the rotational speed of the engine ( 3 ) z. B. below 3,000 rev / min, characterized in that the setpoint ( 24 ) is briefly withdrawn so that the operating system can release the clutch (K2), the engine ( 3 ) then accelerates, for example, to a speed of 3,000 rpm and thus able to apply a maximum of 95 kW, while the machines ( 5 ) and ( 6 ), as described above, as long as for Battreladung until the speed of the generator is zero, then the brake (B2) is inserted and the mode 4 or 5 is effective depending on the then pending setpoint. According to the invention, hybrid systems according to claims 1 to 14 have the operating mode S4, characterized in that the operating mode 5 is insufficient for sufficiently accelerating the vehicle on the hill and for the speed of the engine, for example, to drop to 1,500 rpm, for the drive Therefore, only a drive power of 65 kW, plus the electrical power of a maximum of 14.4 kW is available, in which case the setpoint values ( 24 ) and ( 30 ) and the brake (B2) is released, then the machines ( 3 ) and ( 6 ) accelerated by setpoint specifications known type, which in addition to the vehicle and the generator is accelerated, he has reached its rated speed, it is via the interface ( 24 ) kept constant and the interface ( 30 ) provides rated current of the generator, the generator now supplies 40 kW to the electrical system, due to the efficiency of the generator, the reaction power increases, on the one hand drives the vehicle and on the other hand, the engine ( 3 ) loaded to 50 kW, accordingly, the reaction power of the engine ( 6 ) only 40 kW, the same performance is again over the wave ( 62 ) to the engine ( 4 ) and this results in a reaction power of 90 kW, the engine ( 3 ) according to 10 at a speed of about 2,800 rpm when the operating system is connected via the interface ( 24 ) specifies the amount of fuel that the charge regulator ( 22 ) in order to keep the speed must be emphasized in this context, that there are also mechanical efficiencies that were not taken into account in these rough calculations, must also be emphasized that it is also for this engine, especially for the engine ( 4 ) gives a thermal boundary line, but as can be seen from the roughly determined kinematic boundary conditions, the planetary gear is turned maximum only at 2,800 rpm, when the engine is used as a differential gear and the associated torque is then already dropped to 310 Nm. According to the invention, hybrid systems according to the invention have a cruise control regulated by the operating system which influences the setpoint values (FIG. 24 ) 30 ) and ( 33 ), in which, when switched on, the vehicle speed is stored and, depending on the different operating modes, a different optimization is stored in the operating system, which increases the economy individually, characterized in that, for example - in mode 4, the engine ( 3 ) picks up a base load and the operating system prematurely switches to operating mode 5 when the battery capacity is relatively high and vice versa, - the mode 5 leaves when, on the one hand, the battery capacity is poor, the fuel filling setpoint ( 24 ) but its maximum has not yet reached, - in bad battery capacity he makes in the mode 2 battery charging, and the mode 3 switches on, if the setpoint permits, to name just a few examples, in conclusion, it can be concluded that this presented here Invention, quite suitable to replace expensive conventional automatic transmission, because this new concept is more economical, especially until reaching the city speed, because here engines with hydrodynamic converter work relatively uneconomical, because the engine must switch three gears at each acceleration phase, in which the engine ( 3 ) must be repeatedly accelerated and decelerated, in contrast, the operating modes 2 and 3 work seamlessly electronically and without switching operation, the engine ( 3 ) can be operated economically in areas of optimal combustion and in areas of constant speeds over a wide range of areas, and energy recovery is also an important factor in economic efficiency. Hybrid systems according to claims 1 to 16 require the assembly drawing 13 in which it becomes apparent that the electrical system and the engine can be separated mechanically, characterized in that a central engine results, because the group of characteristics ( 5 ) has been taken out of the middle of the engine, • The feature group ( 3 ) and ( 5 ) are now spatially next to each other, as already out 11 • It is important that • indicated on the one hand by the dashed line, an aluminum housing for the entire engine results and • on the other hand, the transmission consisting essentially of the feature groups ( 4 ) and ( 40 ) can also get a housing, not shown, whereby mechanics and electrical system can be consistently protected and lubricated separately from each other. Hybrid systems according to claims 1 to 17 have according to the invention the ability to 3 ) in the modes 2 and D already at startup with maximum torque to operate, especially for diesel engines results at relatively low power and in the range of 1,500 / min very economically the maximum torque, so it is not excluded, this concept to simplify operation with a fuel cell, because even electric motors achieve their maximum torque even at low speeds, characterized in that the internal combustion engine ( 3 ) to the electric motor ( 3 ' ) and the operating system ensures that the electric motor ( 3 ' ) after actuation of the ignition key does not fall below its maximum torque, the control of the fuel cell is then simplified by the fact that it has to provide only current-controlled for a constant electrical system, this results in different variants, with and without battery, which are suitable for as possible Constant or continuously increasing or decreasing fuel cell load may make this cell, which is still priceless for vehicle applications, potentially affordable, but more importantly could be to increase range by increasing fuel economy, rather than the one electric motor then come two electric motors ( 3 ' ) and ( 6 ), whose power is added according to the invention, the generator ( 5 ) thus also omitted from the drawing 13 , The result is the new assembly drawing 14, that of the drawing 12 is similar.