DE102016202117A1 - Hybrid drive unit - Google Patents

Abstract

A hybrid drive unit of a motor vehicle comprises a plurality of operating elements respectively provided for operating both an internal combustion engine and an electric motor, including an accelerator pedal, a clutch pedal, and a manually operable selector element enabling various travel modes to be engaged in different driving modes in an at least partially congruent manner Schematic is operable.

Description

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 the 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.

The DE 10 2013 207 756 A1 discloses a method of operating a hybrid drive in which an automated clutch is provided for coupling an internal combustion engine to a 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 the DE 10 2008 042 682 A1 For example, a hybrid vehicle drive system with planetary gear mechanisms is known.

As an alternative approach discloses the DE 10 2007 052 261 A1 a so-called hybrid manual transmission. In this case, a selector member having a plurality of shift gates arranged in an H-shaped shift pattern is provided, which allows a manual change between different gear ratios of the transmission. 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 an electric reverse gear can after the DE 10 2007 052 261 A1 the operation of an additional lever must be required

The invention has for its object to further develop a hybrid drive system of a motor vehicle relative to the cited prior art in that the operation and the operating behavior mean a particularly low conversion from the perspective of a user of a conventional, internal combustion engine driven vehicle.

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 on the operation of the internal combustion engine of the motor vehicle as well as 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. A circuit diagram in which the selection element can be 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 characteristic curves 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 circuit diagram in different driving modes a consistent operating concept is given, which allows for a particularly easy transition from a conventional, in particular by hand-connected vehicle and on the other during driving of the hybrid drive unit having vehicle no or only slightly 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 ability to use the selection element, which is in particular a operable in the circuit diagram H shift lever, to use for changing 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 between different driving modes, a displacement of the selection element in a direction that does not coincide with a switching direction may be provided. For example, the selection element is to be pressed in the form of a shift lever, that is, to shift in its longitudinal direction in order to switch the hybrid drive unit 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. "Selection direction" is understood to mean that direction of movement of the selection element with which a change between different shift gates is connected. A switching between different driving modes can be triggered, for example, by the selector element in the direction of selection (corresponding to the central web of the letter "H" in the circuit diagram 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 gear, for example - as already stated - pressed the selector element or attached to the selector element additional switching element is actuated before the selector lever to engage the gear or the gear becomes. 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 / electromotive drive is preferably designed such that it has the greatest possible similarity with the internal combustion engine operation in terms of 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 the clutch is engaged during driving in the electric driving mode, 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 to depress the clutch pedal when stopping 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 are partially congruent, wherein the electric drive is driven in a manner that simulates an internal combustion engine drive, which relates to the dependence of a 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 auxiliary drive remain permitted, for example, an accelerator pedal map, which is used to drive the electric motor is changed to the effect that at a certain accelerator pedal position only a lower power is retrieved from the electric motor. 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 is recharged by the combustion engine as quickly as possible. 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 which are valid for reading the speed display in different driving modes, the identical, equally readable speed indicator scale may be used in each drive mode, with the maximum value of the scale being that drive, typically the electric motor drive , in which higher speeds are achievable. A red area of the tachometer may be identified in various ways for the various driving modes in a drive-specific manner. For example, the color representation of numbers and changes Scale marks when switching from a first drive mode to another drive mode.

When the engine is started to change from the electric to the IC engine mode, the RPM 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 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 different 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 the 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". With changing vehicle speed and / or safely changing environmental conditions, such as increasing or decreasing slope of the road, of course, the gear recommendations change. This change appears in the switching recommendation preferably in the form of left or right wandering digits, which indicate the insertable in the current situation gears. The switching recommendations can be supplemented by a display that recommends switching from internal combustion engine to electric motor operation.

Several embodiments of the invention will be explained in more detail with reference to a drawing. Herein show:

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

2 in a representation analog 1 a selection element of a further variant of a manual transmission of a hybrid vehicle,

3 the circuit diagram of the manual circuit after 2 .

4 an alternative circuit diagram of a hybrid vehicle,

5 in a schematic diagram, the location dependence of a physical potential of an actuating element of a manual circuit,

6 Another variant of a circuit diagram of a hybrid vehicle,

7 in a diagram to the circuit diagram 6 belonging force course,

8th 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,

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

10 a locking mechanism in a circuit of a hybrid vehicle,

11 in a representation analog 10 a further embodiment of a locking mechanism in a manual transmission of a hybrid vehicle,

12 - 17 various variants of a speed display in a hybrid vehicle,

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

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

20 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 overall has 7 Designated motor vehicle on a manual transmission, whose forward gears with 1 to 6 are designated. The circuit diagram, which, as explained in more detail below, also in the electromotive operation of the motor vehicle 7 has a function is denoted by SC. In the simplest case, the hybrid drive system of the motor vehicle 7 Two driving modes, namely an electric driving mode and an internal combustion engine driving mode available. Switching between these driving modes is done manually.

The 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. Next are in the interior of the vehicle 7 different controls 8th . 9 . 10 . 11 namely, an accelerator pedal 8th commonly referred to as the accelerator pedal, a brake pedal 9 , a clutch pedal 10 , as well as a manually operable selector 11 commonly referred to as gear shift, the transmission circuit of the motor vehicle 7 recognizable. The dialing element 11 is in the usual way on a with 12 designated center console of the motor vehicle 7 , An additional switching element 13 is as a ring around the lever rod of the selection element 11 placed and - as indicated by a double arrow - in the longitudinal direction of the selector element 11 , that is essentially in the vertical direction, manually displaceable against spring force. This in 1 sketched circuit diagram SC, which for the operation of the gearbox of the motor vehicle 7 is available in the combustion engine driving mode, is partially usable for the electric driving mode. The neutral position of the selection element 11 in the electromotive driving mode is identical to the neutral position in the internal 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 1 sketched example front left. In the same place is in the circuit diagram SC of the motor vehicle 7 also to find the designated E electric forward gear. The driver has the choice to start the mechanical forward gear 1 or to use the electrical gear E. As a rule, with sufficient state of charge of the traction battery of the motor vehicle 7 , the electric 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 usual in a conventional, pure combustion engine driven vehicle, the clutch pedal 10 along with the gas pedal 8th to operate, as based on the 8th and 9 will be explained in more detail.

A purely internal combustion engine starting the according to 1 designed motor vehicle 7 For example, to save the battery. In such a case, the driver may be presented with appropriate information for using the mechanical forward gear 1 prompts. Likewise, embodiments are possible in which the forward gear 1 is designed as off-road gear. In any case, the internal combustion engine drive mode is to be selected by the driver. In the example below 1 This is done by the driver, the additional switching element 13 pulls and then the selection element 11 pivoted to the position marked E / 1. If it is to be switched back to the driving mode with electric starting at a later time, then this is the additional switching element 13 pressed back to its original position. In internal combustion engine drive mode, when changing between forward gears 1 to 5 in each case, as is usual with manual vehicles, the clutch pedal 10 actuated. In addition, an operation of the clutch pedal 10 Also provided to switch from the electromotive in the internal combustion engine mode or vice versa, as shown by the 4 to 7 will be explained. Depending on the design of the hybrid drive system and battery state of charge can be provided in the internal combustion engine drive mode electrical support, which is a significant proportion, depending on the driving condition to over 50% of the drive power of the motor vehicle 7 Has.

The 2 and 3 relate to an embodiment of a hybrid drive system with respect 1 modified circuit diagram SC. Basically, this is also the case known Scheme H. The additional switching element 13 is missing however. Instead, the option is given to the dialing element 11 to move by pulling or pushing in its longitudinal direction, as in 2 indicated 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 drive in exceptional cases in mechanical first gear, is the selection element 11 first to press and then to pivot forward. Looking vertical from above onto the selector 11 is the position E of the selection element 11 exactly above the position "1", in which the first forward gear is engaged. The same applies to the only in 3 Plotted possible positions of the selection element 11 when reversing the motor vehicle 7 : Just as when starting in the forward direction, the electric driving mode is also selected by default when reversing. The gear stage "reverse electric" is in the circuit diagram SC, as in 3 shown to the left of the electrical drive stage E. An additional mechanical reverse gear R can, in analogy to the insertion of the first mechanical forward gear, be inserted by the selection element 11 is pressed. In the circuit diagram SC, the mechanical reverse gear R is below the electrical reverse gear RE, as is the mechanical forward gear 1 is located below the electric drive level E. The circuit diagram SC is thus partially congruent in the electric driving mode on the one hand and in the combustion engine driving mode on the other hand.

Is in the embodiments of the 1 to 3 designed in a rolling vehicle and electromotive driving mode of the electric drive E, the behavior of the hybrid drive system, among other things, the speed of the motor vehicle 7 dependent. At speeds above a limit speed of, for example, 10 km / h, the internal combustion engine of the motor vehicle 7 immediately started when the electric gear E is designed. This allows a particularly fast switching to the combustion engine driving mode. If, however, the speed of the vehicle is lower than the aforementioned limit speed, the internal combustion engine of the motor vehicle remains 7 out of operation when the electric gear 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.

The 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 conventional manner a neutral position in which the selection element 11 is pivotable from left to right. The 5 , symbolized in which a spring mechanism is shown, as in the manual transmission of the motor vehicle 7 is used and on the selection element 11 acts, shows the dependence of a potential V (mechanical) of the position of the selection element 11 , Wherein the individual lanes, in which a circuit in the individual gears is possible, are designated Ga. Clearly recognizable are end stops EA, at which the potential V rises sharply, which is accompanied by 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 according to 5 differs from the embodiment according to 4 by the additional sixth gear and the other arrangement of the toggle point TP.

As in the embodiments of the 1 to 3 is also in the embodiments of the 4 and 5 the circuit diagram SC for the electromotive driving mode on the one hand and the internal combustion engine driving mode on the other hand partially congruent, in particular the position RE of the selector 11 in the electric driving mode, the position R in the combustion engine driving mode corresponds and the position 1E the position 1 equivalent. 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 embodiment of the 6 and 7 differs from the designs according to 4 and 5 , apart from the modified circuit diagram SC, characterized in that the toggle point TP is perceived as a maximum force, via which the selection element 11 is pivotally away. The user thus receives an unambiguous feedback as to whether the switching operation between electromotive and internal combustion engine driving mode has taken place. In contrast to 5 is in 7 no potential or energy level, but a signed, that is directional, force F shown, with which the selection element 11 between the streets Ga, up to the toggle point TP, is pivotable. The force F can also as a derivative of the location-dependent potential V (cf. 5 ): F = dV / dx, where the location x in the present case is measured along the axis designated by the shift gates Ga.

The 8th shows a map, which for controlling the electric motor drive of the motor vehicle 7 is being used. Here is the position of the accelerator pedal 8th as 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 labeled ML (S). Closing the clutch of the motor vehicle 7 corresponds to a change in the clutch pedal position KS of 0 (Clutch pedal 10 stepped) to 100% (feet from the clutch pedal 10 taken). Even in the purely electric driving mode affects how out 8th indicating the position of the clutch pedal 10 on the control of the electric motor drive. This is true even if by the operation of the clutch pedal 10 actually no mechanical clutch is actuated. Rather, by the in 8th simplified map simulated a behavior of the electric motor drive, which is similar to the behavior of an internal combustion engine drive. The driver of the motor vehicle 7 can thus all the controls when starting up electrically 8th . 9 . 10 . 11 operate in a manner familiar to him from driving internal combustion powered motor vehicles. This also applies if 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 in the sense of a boost function in the drive train of the motor vehicle 7 fed in, whereby in the course of time, the electrical support subsides again. Characteristics of electrical assistance can be in the motor vehicle 7 be adjustable by the driver. This also applies to the electrical support of the starting process in otherwise internal combustion engine operation.

Features of the control of the electric motor drive of the motor vehicle 7 based on the accelerator pedal position GS and the clutch pedal position KS go out too 9 out. Accordingly, the accelerator pedal position GS is processed together with the vehicle speed v map-based. Optionally, this includes, as in 9 outlined, a preprocessing unit 15 on, which contains control functions. The preprocessing 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 input variable as well as the smoothed G-factor of a linking unit 16 is forwarded. From this, a target engine torque MT (S) of the electric drive of the motor vehicle 7 derived, wherein the value of the target engine torque MT (S) in a power electronics 17 is fed, which with the 18 designated electric motor of the motor vehicle 7 controls. Instead of a single electric motor 18 can the motor vehicle 7 also several electric motors 18 each having, for example, an axis or a single wheel of the motor vehicle 7 drive. Optionally, as in 9 is shown by a dashed line on the electric motor 18 recorded values for power electronics 17 returned to close at this point a control loop. In a manner not shown, further data, for example, the battery state of charge, in the power electronics 17 incorporated.

The 10 and 11 show different embodiments of a 19 designated locking mechanism, which is characterized by a dependent on the switching direction blocking behavior. Here is a shift fork 23 which via the selection element 11 is operable to pivot about a pivot axis SW to switch between electric motor and internal combustion engine driving mode. The shift fork 23 works together with a Entsperraktor 21 in a gearbox 20 the gearbox of the motor vehicle 7 is attached. The locking mechanism 19 is formed in both cases such that pivoting of the shift fork 23 towards the electromotive driving mode, in the 10 and 11 each indicated by a curved, downward arrow, not or only possible by overcoming a high resistance. For this purpose is in the example of 10 at the end of the shift fork 23 a lever element 24 resiliently hinged, which one from the Entsperraktor 21 extendable locking pin 22 contacted. While the lever element 24 in the in 10 sketched position a blocking effect against the locking pin 22 unfolded, would be a pivoting of the shift fork 23 in the opposite direction, that is to the internal combustion engine operation out without high effort possible. A basically comparable functionality is in the embodiment according to 11 given by that in the Entsperraktor 21 a locking lever 25 is pivotally mounted, which directly with the shift fork 23 works together. In contrast to the embodiment according to 10 However, the pivoting of the locking lever 25 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 only released when switching between internal combustion engine and electric motor operation, the clutch pedal 10 has entered. The necessity, when switching between a first driving mode in a second driving mode, the clutch of the motor vehicle 7 to operate corresponds to the habits of each driver of a manual vehicle and minimizes the likelihood of unintentional switching between the different driving modes.

The 12 to 17 show different variants one each with 26 designated display device of the motor vehicle 7 , The display device 26 each includes a speed indicator whose pointer with 27 and their scale with 28 is designated. In addition, in the display device 26 a light indicator 29 to find, which indicates whether the motor vehicle 7 in Internal Combustion Engine (ICE) or Electric Drive (ED) mode.

In the example of 12 has the display device 26 a uniform scale 28 on, which applies to each driving mode. While the digits of the scale 28 In the IC engine mode, multiplying by a factor of 100 to obtain the RPM in revolutions per minute, the factor 150 is to be used in the EMM mode to obtain the accurate RPM information. During 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 is. 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 area of the rpm meter, which is in 12 at "60" (corresponding to 6000 revolutions per minute in internal combustion engine operation and 9000 revolutions per minute in electromotive operation) begins, is equally valid for both driving modes.

The embodiment of the 13 and 14 differs from the embodiment according to 12 in that the scale 28 an inner scale 30 and an outer scale 31 includes. Here is the outer scale 31 for the combustion engine driving mode and the inner scale 30 valid for the electromotive driving mode. In both cases the number is on the respective scale 30 . 31 multiplied by a factor of 100 to obtain the speed in revolutions per minute. Is, as in 13 shown, selected the combustion engine driving mode, so is the associated outer scale 31 highlighted, especially by lighting, while the inner scale 30 optically receding and, for example, only weak or invisible. The same applies to the electromotive driving mode ( 14 ), in which the inner scale 30 is visually highlighted.

As in the embodiment of the 13 and 14 is in the embodiment of the 15 and 16 the engine speed directly (in this case without any factor) from the display device 26 read. The red area of the rotary meter 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 on the single scale 28 directly readable. The red area of the rotary meter is as a scale range 32 designated.

In the embodiment according to 17 closes the scale area 32 the red area of the speed meter for internal combustion engine operation and the red area for electric motor operation. The latter area is as a sub-area 33 and compared to the rest of the scale range 32 , which applies only to the internal combustion engine operation, optically, namely highlighted by a widened mark.

In the diagram 18 are different speeds n, namely the designated n-EM speed of the electric motor, the n-VM designated speed of the engine, as well as on the display device 26 displayed speed nA as a function of the time t shown. It is assumed that the motor vehicle 7 purely electrically anfährt and starts the engine at a later date, which finally the sole drive of the motor vehicle 7 takes over. In a switching region UB, there is a change from a display of the display device related to the electric motor 26 to a related to the internal combustion engine display. Very low speeds of the engine are on the display device 26 suppresses, so that the switching between the electromotive driving mode and the internal combustion engine driving mode only appears as a moderate speed jump, as seen from 18 evident. A comparable behavior shows the display device 26 also when switching from the internal combustion engine driving mode to the electromotive driving mode.

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

In the embodiment according to 20 is the indicator bar, on which digits for different gears stand, not only two - colored, but tricolor designed, which in 20 again indicated by different hatching. Here is a first type of marking (yellow, in 20 dash-dotted lines) for a normal driving style, a second type of marking (green, in 20 dashed hatching) for normal driving and a third kind 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, as well as other gears is done by the driver of the motor vehicle 7 by coordinated operation of the clutch pedal 10 , Accelerators 8th and selector element 11 regardless of whether it is a purely internal combustion engine or an electrically assisted driving mode.

LIST OF REFERENCE NUMBERS

1 ... 6

 forward gear

7

 motor vehicle

8th

 Accelerator, accelerator pedal

9

 brake pedal

10

 clutch pedal

11

 selector element

12

 center console

13

 Additional switching element

14

 Signal processing device

15

 preprocessing

16

 linking unit

17

 power electronics

18

 electric motor

19

 locking mechanism

20

 gearbox

21

 Entsperraktor

22

 locking pin

23

 shift fork

24

 lever member

25

 locking lever

26

 display device

27

 pointer

28

 scale

29

 light display

30

 inner scale

31

 outer scale

32

 scale range

33

 subfield

1E

 first gear in electric driving mode

e

 electric gear

EA

 end stop

ED

 Display: electromotive operation

F

 force

ga

 alley

GS

 accelerator position

ICE

 Display: internal combustion engine operation

KS

 Clutch pedal position

ML (S)

 Target engine power

MT (S)

 Target engine torque

n

 rotation 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

 electric reverse gear

SC

 switching scheme

SE

 shift recommendation

SW

 swivel axis

t

 Time

TP

 toggle point

UB

 Switching Range

v

 vehicle speed

V

 potential

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2013/077143 A1 [0002]
• DE 102013207756 A1 [0003]
• DE 102008042682 A1 [0004]
• DE 102007052261 A1 [0005, 0005]

Claims (10)

Hybrid drive unit, with several each for the operation of both an internal combustion engine and an electric motor ( 18 ) provided controls ( 8th . 9 . 10 . 11 ), comprising an accelerator pedal ( 8th ), a clutch pedal ( 10 ), as well as a manually operable, the filing of different speed levels enabling selection element ( 11 ), which in different driving modes in an at least partially congruent switching scheme (SC) can be actuated. Hybrid drive unit according to claim 1, characterized in that the selection element ( 11 ) is designed as in the circuit diagram (SC) "H" operable shift lever. Hybrid drive unit according to claim 1 or 2, characterized in that on the selector element ( 11 ) an additional switching element ( 13 ), which is to be operated for switching between different driving modes. Hybrid drive unit according to claim 1 or 2, characterized in that the selection element ( 11 ) is provided without additional control element both for the introduction of different driving levels and for switching between different driving modes. Hybrid drive unit according to claim 4, characterized in that the selection element ( 11 ) is displaceable in a direction not coincident with a switching direction while overcoming a maximum force for switching between different driving modes. Hybrid drive unit according to claim 5, characterized in that one with the selection element ( 11 ) cooperating locking mechanism ( 19 ) is designed such that the height of the maximum force of the switching between the driving modes is dependent. 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 ) 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 ) a scale valid for different driving modes ( 28 ). Method for operating a hybrid vehicle, which has a plurality each for operating both an internal combustion engine and at least one electric motor ( 18 ) provided controls ( 8th . 9 . 10 . 11 ), wherein an operating scheme in which operating elements ( 8th . 9 . 10 . 11 ) are at least partially congruent in an electric driving mode on the one hand and an internal combustion engine driving mode on the other hand and the at least one electric motor ( 18 ) is driven in a manner that simulates an internal combustion engine drive, which relates to the dependence of a transmitted power of at least one of the two variables speed and clutch pedal position (KS).

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