WO2016141933A1 - Unité de propulsion hybride - Google Patents

Unité de propulsion hybride Download PDF

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Publication number
WO2016141933A1
WO2016141933A1 PCT/DE2016/200091 DE2016200091W WO2016141933A1 WO 2016141933 A1 WO2016141933 A1 WO 2016141933A1 DE 2016200091 W DE2016200091 W DE 2016200091W WO 2016141933 A1 WO2016141933 A1 WO 2016141933A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion engine
internal combustion
drive unit
switching
hybrid drive
Prior art date
Application number
PCT/DE2016/200091
Other languages
German (de)
English (en)
Inventor
Dominik STRÖHLE
Wolfgang Haas
Stanislav Massini
Martin Vornehm
Lasse Ibert
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112016001148.2T priority Critical patent/DE112016001148A5/de
Priority to CN201680014642.4A priority patent/CN107407398A/zh
Publication of WO2016141933A1 publication Critical patent/WO2016141933A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/04—Ratio selector apparatus
    • B60K35/28—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
    • B60K2360/172—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/14—Clutch pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H2059/0221—Selector apparatus for selecting modes, i.e. input device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • F16H59/10—Range selector apparatus comprising levers

Definitions

  • 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.
  • a control device for a vehicle which is driven in a first driving state only by an internal combustion engine and in a second driving state additionally by an electric motor.
  • the switching between the different driving conditions is based on various information, including the accelerator pedal position.
  • the state of charge of a traction battery also plays a role here.
  • DE 10 2013 207 756 A1 discloses a method for operating a hybrid drive, in which an automated clutch is provided for coupling an internal combustion engine with a manual transmission.
  • an automated clutch is provided for coupling an internal combustion engine with a manual transmission.
  • the engine automatically decoupled from the transmission and the vehicle can be driven in a purely electrical mode.
  • Vehicles with hybrid drive are in terms of their operation, in particular as regards the engagement of driving levels, usually comparable with purely internal combustion engine driven vehicles, which have an automatic transmission. From DE 10 2008 042 682 A1, for example, a hybrid vehicle drive system with planetary gear mechanisms is known.
  • DE 10 2007 052 261 A1 discloses a so-called hybrid manual transmission.
  • a selector element is provided with a plurality of arranged in an H-shaped shift pattern shift gates, which a manual change between different gear ratios of the transmission allows.
  • the selection element enables the activation of an electric machine, which is used in the electric driving operation of the hybrid vehicle as the sole traction drive motor.
  • the manually shiftable transmission of the hybrid vehicle is switched to its neutral position during the electric driving operation.
  • To insert a reverse electric gear can be required according to DE 10 2007 052 261 A1, the operation of an additional shift lever
  • the object of the invention is to further develop a hybrid drive system of a motor vehicle relative to the cited prior art in such a way that the operation and the operating behavior signify a particularly low conversion from the point of view of a user of a conventional vehicle powered by an internal combustion engine.
  • the hybrid drive unit operates with a plurality of operating elements, each of these operating elements having an influence both on the operation of the internal combustion engine of the motor vehicle and on the electromotive drive of the motor vehicle.
  • the electromotive drive can in this case comprise either a single electric motor or a plurality of electric motors.
  • the controls include an accelerator pedal - also referred to as accelerator pedal regardless of the type of drive - and a clutch pedal, which - also has a function even with electric drive of the motor vehicle - notwithstanding the mechanical function of the associated clutch in the internal combustion engine powertrain.
  • the motor vehicle is operable in at least two different driving modes, in extreme cases a purely internal combustion engine and a purely electric motor drive. In addition, driving modes with combined electromotive and internal combustion engine drive can be realized.
  • a selection element is available, which otherwise allows the entry of different driving levels.
  • One Schematic in which the selection element is actuated is at least partially congruent in different driving modes.
  • the different driving modes differ here in terms of the proportions of the different drive sources, that is, the electric motor drive on the one hand and the internal combustion engine drive on the other hand, which contribute to the overall performance of the motor vehicle.
  • 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.
  • different settings within the same drive type for example variable accelerator pedal characteristics in the case of an internal combustion engine drive, do not mean a change of the driving mode.
  • a user-controlled change between the driving modes is provided.
  • the selection element which is in particular a in the circuit diagram H.
  • operable lever is also to use to switch between different driving modes.
  • 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.
  • 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.
  • a displacement of the selection element in a direction that does not coincide with a shift direction may be provided.
  • the selection element is to be pressed in the form of a gear shift lever, that is, to shift in its longitudinal direction to the hybrid drive unit switch from a first drive mode to a second drive mode.
  • switching direction is understood to mean that direction of movement of the selection element with which a change between different shift lanes is connected. Switching between different drive modes can be triggered, for example, by the selection element in the selection direction (corresponding to the center bar of the letter "H" at
  • Schematic H is brought to a lateral stop.
  • 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.
  • 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.
  • an electric motor drive based on the forward drive, with fixed translation or with only two different translations.
  • the switching scheme of the selection element in both cases, that is, in the different driving modes match.
  • 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.
  • the selector lever is to be actuated in the electric motor drive mode to switch from the neutral position to the gear stage or to the first of several gear stages.
  • the switching between the different driving modes can be done here in a single operation together with the engagement of the aisle, for example - as already stated - pressed the selector or attached to the selector element additional switching element is actuated before the selector lever for inserting the Ganges or the gear is pivoted.
  • the alternatively provided for this pivoting of the selection element in the direction of selection while overcoming a maximum force requires only a minimal amount of time to change between different driving modes.
  • the electromotive and the combined internal combustion engine / electric motor drive is preferably designed such that it has as far as possible in terms of operation with the Verbrennungsmotori- see operation.
  • This relates in particular to the function of the clutch pedal, which is provided primarily for actuating the arranged in the drive train between the engine and the transmission clutch.
  • the clutch pedal also serves to simulate the function of a mechanical clutch.
  • 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.
  • 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.
  • the clutch is stepped on, for example in order to switch to internal combustion engine operation, the behavior of an internal combustion engine is simulated by reducing the power of the electric motor, in extreme cases down to zero.
  • 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.
  • the driver has the clutch pedal when he stops the vehicle. This also applies to the electromotive driving mode. If the driver fails to pedal the clutch pedal, this can be indicated by an artificially generated bucking. The jerking can be generated directly by the electric drive of the motor vehicle. Alternatively or additionally, it is possible to acoustically generate comparable signals. In addition, visually corresponding information can be displayed to the driver.
  • the method for operating a motor vehicle equipped with the hybrid drive unit is characterized in that a plurality of operating elements respectively provided for operating both an internal combustion engine and at least one electric motor are operated in operating diagrams which in an electric driving mode on the one hand and an internal combustion engine driving mode on the other hand, at least partially congruent, wherein the electric drive is driven in a manner that simulates an internal combustion engine drive, which relates to the dependence of transmitted in the drive train of the motor vehicle power of at least one of the two variables speed and clutch pedal position.
  • the switch between the different driving modes is triggered by the driver, it is of particular importance to monitor the state of charge of the traction batteries. For example, the driver is automatically given visual and / or audible indications when the charge is low, which prompt for the change to an internal combustion engine mode. As long as the state of charge of the batteries is still sufficient, an electric drive or additional drive can remain permitted, wherein, for example, an accelerator pedal map which is used to drive the electric motor is changed to the effect that only a lower power is called up by the electric motor at a certain accelerator pedal position , The retrieval of the full power of the electric motor preferably remains possible when the accelerator pedal - in the sense of a kickdown - is fully entered.
  • the battery of the vehicle If the traction battery of the vehicle is almost completely discharged, then no more drive support by the electric motor is offered. At the same time, the battery The engine is recharged as quickly as possible by the combustion engine. A corresponding limit of the state of charge of the battery means, for example, only about three starts of the engine are possible. An optional start-stop system is also preferably operated as a function of the battery state of charge.
  • 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.
  • 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.
  • each driving mode in each driving mode the identical, to be read in the same way scale the speed display, the maximum value of the scale after that drive, typically the electric motor drive, directed, in which higher speeds are achievable.
  • a red area of the tachometer can be identified in various ways for the various driving modes in a drive-specific manner. For example, the color representation of numbers and scale marks changes when switching from a first drive mode to another drive mode.
  • the speed indicator will switch as quickly as possible. This also applies in cases where the internal combustion engine drive is electrically assisted.
  • 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.
  • 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.
  • the change in the internal combustion engine driving mode and the manual engagement of a gear of the gearbox means a readable also on the speed display speed jump compared to the previous, electromotive drive mode.
  • the transition between the display mode relating to the electric drive and the display mode of the speed display relating to the internal combustion engine is preferably smooth.
  • low speeds are suppressed during starting of the internal combustion engine, so that the change between the various drive modes when reading the speed display as a single, short speed jump, comparable to a conventional switching operation in a manual or automatic transmission, readable.
  • the speed indicator does not drop to zero during the switching between the driving modes.
  • the driver can be provided with shift recommendations that provide additional information beyond the display of a specifically recommended gear.
  • One possible additional information is this Residual acceleration potential, which is given at a certain speed in a certain gear.
  • recommendations can be given on environmental and dynamic aspects of gear selection.
  • 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"
  • the changing vehicle speed and / or surely changing environmental conditions for example the increasing or decreasing slope of the road, will of course change the gear recommendations.
  • This change appears in the shift recommendation, preferably in the form of left or right wandering digits which can be inserted in the current situation
  • the gearshift recommendations can be supplemented by a display that recommends switching from internal combustion engine to electric motor operation.
  • FIG. 1 is a perspective view of components of a manual transmission of a hybrid vehicle
  • FIG. 1 in a representation analogous to FIG. 1, a selection element of a further variant of a manual transmission of a hybrid vehicle, FIG.
  • FIG. 2 is the circuit diagram of the manual circuit of FIG. 2,
  • FIG. 5 is a schematic diagram of the location dependence of a physical see potential of an actuating element of a manual circuit, Another variant of a circuit diagram of a hybrid vehicle,
  • FIG. 2 is a diagram illustrating the control of an electric motor in a hybrid vehicle.
  • FIG. 10 shows a further embodiment of a locking mechanism in a manual transmission of a hybrid vehicle in a representation analogous to FIG.
  • 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.
  • a first axis of the vehicle is exclusively internal combustion engine and the second axis of the vehicle driven exclusively by an electric motor.
  • the motor vehicle generally designated 7, has a manual transmission whose forward gears are designated 1 to 6.
  • the circuit diagram which, as explained in more detail below, also has a function in the electromotive operation of the motor vehicle 7, is designated by SC.
  • SC electromotive operation of the motor vehicle 7
  • the hybrid drive system of the motor vehicle 7 provides two driving modes, namely an electric driving mode and an internal combustion engine driving mode. Switching between these driving modes is done manually.
  • Fig. 1 shows a greatly simplified interior view of the motor vehicle 7, wherein the circuit diagram SC is indicated by dashed lines and partially labeled. Further, in the interior of the motor vehicle 7 different controls
  • an accelerator pedal 8 also commonly referred to as the accelerator pedal, a brake pedal 9, a clutch pedal 10, and a manually operable selection element 1 1, commonly referred to as a shift lever, the transmission circuit of the motor vehicle 7 recognizable.
  • An additional switching element 13 is placed as a ring around the lever rod of the selector element 1 1 and - as indicated by a double arrow - in the longitudinal direction of the selector element 1 1, the means essentially in the vertical direction, manually displaceable against spring force.
  • Fig. 1 Scheme SC which is available for the operation of the gearbox of the motor vehicle 7 in the internal combustion engine driving mode, is partially usable for the electric driving mode.
  • the neutral position of the dialing elements 1 1 in the electromotive driving mode is identical to the neutral position in the combustion engine driving mode. Starting from this neutral or neutral position can be inserted in the usual way - from the perspective of a driver of a manual vehicle with an internal combustion engine - for example, the first gear.
  • the first forward gear is also in the example sketched in Fig. 1, front left.
  • the circuit diagram SC of the motor vehicle 7 and the designated E electric forward gear can be found.
  • the driver has the choice to use the mechanical forward gear 1 or the electric gear E for starting. As a rule, if the traction battery of the motor vehicle 7 is sufficiently charged, the electrical gear E is recommended.
  • the driver intervenes by pivoting the selector element into the position marked E / 1, as when engaging the first gear in a conventional vehicle.
  • the driver then, as in a conventional, pure combustion engine driven vehicle usual, the clutch pedal 10 to operate together with the accelerator pedal 8, as will be explained in more detail with reference to FIGS 8 and 9.
  • a purely internal combustion engine start-up of the designed according to Figure 1 motor vehicle 7 is for example, in order to protect the battery.
  • the driver can be displayed a corresponding information that prompts for the use of the mechanical forward gear 1.
  • the forward gear 1 is designed as an off-road gear.
  • the internal combustion engine drive mode is to be selected by the driver. In the example according to FIG. 1, this is done by the driver pulling the additional switching element 13 and then pivoting the selection element 11 into the position indicated by E / 1. If, at a later point in time, switching back to the driving mode with electrical starting is required, then the additional switching element 13 is again pressed into its original position.
  • the clutch pedal 10 In the internal combustion engine drive mode when changing between the forward gears 1 to 5 respectively, as usual with manual vehicles, the clutch pedal 10 is actuated. In addition, an operation of the clutch pedal 10 is also provided to change from the electromotive to the internal combustion engine mode or vice versa, as will be explained with reference to Figures 4 to 7 yet. ever According to embodiment of the hybrid drive system and Batteheladeschreib can be provided in the internal combustion engine drive mode, an electrical support, which has a significant share, depending on the driving condition to over 50%, of the drive power of the motor vehicle 7.
  • Figures 2 and 3 relate to an embodiment of a hybrid drive system with respect to FIG. 1 Modified circuit diagram SC. Basically, this is also the known switching scheme H. However, the additional switching element 13 is missing. Instead, it is possible to move the selection element 1 1 by pulling or pushing it in its longitudinal direction, as indicated in FIG. 2 by a double arrow. Both in the electromotive driving mode and in the internal combustion engine driving mode, the electrical gear E or the first forward gear in the circuit diagram SC front left to find. By default, when the battery is sufficiently charged, the electric gear E is selected for starting. To start in exceptional cases in the mechanical first gear, the selector element 1 1 is first to press and then to pivot forward.
  • the position E of the selector element 1 1 is exactly above the position "1" in which the first forward gear is engaged.
  • the driving position "reverse electric” is located in the circuit diagram SC, as shown in Fig. 3, left of the electrical drive E.
  • a additional mechanical reverse gear R can, in analogy to the insertion of the first mechanical forward gear, be inserted by the selector element 1 1 is pressed.
  • the mechanical reverse gear R is below the electrical reverse gear RE, as well as the mechanical forward gear 1 is below the electric drive level E.
  • the shift pattern SC is thus partially congruent in the electric drive mode on the one hand and in the combustion engine drive mode on the other hand.
  • the electric driving gear E is designed while the vehicle is moving and the driving mode is electromotive
  • the behavior of the hybrid drive system depends inter alia on the speed of the motor vehicle 7.
  • the internal combustion engine of the motor vehicle 7 is started immediately when the electric driving step E is designed. This allows a particularly fast switching to the combustion engine driving mode.
  • the speed of the vehicle is less than the said limit speed, the internal combustion engine of the motor vehicle 7 remains inoperative when the electric drive E is designed. This process occurs, for example, when rolling out of the vehicle, such as a red traffic light on. In such a case, the internal combustion engine is only started when a mechanical gear provided for the internal combustion engine drive is engaged.
  • FIGS 4 and 5 illustrate further embodiments of a hybrid drive system with manual switchover between internal combustion engine and electric motor drive mode.
  • the circuit diagram SC comprises, in a manner known per se, a neutral position in which the selection element 1 1 can be pivoted from left to right. 5, in which symbolized also a Federmecha- mechanism is shown, as it is used in the manual transmission of the motor vehicle 7 and acts on the selector element 1, shows the dependence of a potential V (mechanical) of the position of the selector element , Wherein the individual lanes, in which a circuit in the individual gears is possible, with Ga are marked are clearly recognizable end stops EA, at which the potential V increases steeply, which is associated with an extreme increase in the actuating forces.
  • V mechanical
  • a switching point which is also referred to as toggle point TP and switching operations between electric motor and internal combustion engine operation of the motor vehicle 7 allows.
  • the embodiment of FIG. 5 differs from the embodiment of FIG. 4 by the additional sixth gear and the other arrangement of the toggle point TP.
  • the circuit diagram SC for the electromotive driving mode on the one hand and the combustion engine driving mode on the other hand are partially congruent, in particular the position RE of the selection element 1 1 in the electric Driving mode corresponds to the position R in the combustion engine driving mode and the position 1 E corresponds to the position 1.
  • the toggle point TP is at a location of the shift pattern SC which is otherwise unused, thereby preventing inadvertent switching between the electromotive driving mode and the engine driving mode.
  • FIGS. 6 and 7 differs from the designs according to FIGS. 4 and 5, apart from the modified circuit diagram SC, in that the toggle point TP can be perceived as the force maximum over which the selection element 11 is pivotable. The user thus receives an unambiguous feedback as to whether the switching operation between the electromotive and the combustion engine driving mode has taken place.
  • FIG. 7 shows no potential or energy level, but a signed, that is direction-dependent, force F, with which the selection element 1 1 can be pivoted between the streets Ga, as far as the toggle point TP.
  • FIG. 8 shows a characteristic diagram, which is used to control the electromotive drive of the motor vehicle 7.
  • the position of the accelerator pedal 8 as the accelerator pedal position GS
  • the position of the clutch pedal 10 as the accelerator pedal position GS
  • the gas pedal position GS is processed together with the vehicle speed v as a map.
  • a preprocessing unit 15 which contains control functions.
  • the pre-processing unit 15 supplies as output a so-called smoothed G-factor.
  • a so-called K-factor is derived from the clutch pedal position KS, which as an input variable as well as the smoothed G-factor is fed to a linking unit 16.
  • a setpoint engine torque MT (S) of the electric drive of the motor vehicle 7 is derived, wherein the value of the setpoint engine torque MT (S) is fed into a power electronics unit 17 which indicates the electric motor of the motor vehicle 7 controls.
  • the motor vehicle 7 may also have a plurality of electric motors 18 which, for example, each drive an axle or a single wheel of the motor vehicle 7.
  • values detected at the electric motor 18 are fed back to the power electronics 17 in order to close a control loop at this point as well.
  • further data for example, the battery state of charge, incorporated into the power electronics 17.
  • FIGS. 10 and 11 show various embodiments of a locking mechanism designated by 19, which is characterized by a blocking behavior which is dependent on the switching direction.
  • a shift fork 23 which is actuated via the selector element 1 1, pivotable about a pivot axis SW to switch between electromotive and internal combustion engine driving mode.
  • the shift fork 23 cooperates with a Entsperraktor 21, which is mounted in a Getriebege- housing 20 of the gearbox of the motor vehicle 7.
  • the locking mechanism 19 is formed in both cases such that a pivoting of the shift fork 23 toward the electromotive driving mode, in Figs. 10 and 1 1 each indicated by a curved, downwardly directed arrow, not possible or only by overcoming a high resistance is.
  • Figs. 10 and 1 1 each indicated by a curved, downwardly directed arrow
  • a lever element 24 is articulated resiliently, which contacts a blocking pin 22 which can be extended from the unlocking element 21. While the lever member 24 unfolds a blocking effect against the locking pin 22 in the position sketched in FIG. 10, pivoting of the shift fork 23 in the opposite direction, that is to say for internal combustion engine operation, would be possible without great expenditure of force.
  • a basically comparable functionality is given in the embodiment of FIG. 1 1, characterized in that in the Entsperraktor 21, a locking lever 25 is pivotally mounted, which acts directly with the shift fork 23 together. In contrast to the embodiment of FIG. 10, however, the pivoting of the locking lever 25 can be actively changed by the control of the hybrid drive unit.
  • a pivoting of the locking lever 25 and thus also the shift fork 23 is only released when the clutch pedal 10 has entered when switching between internal combustion engine and electromotive operation.
  • the need to switch between a First driving mode in a second driving mode to operate the clutch of the motor vehicle 7, corresponds to the habits of each driver of a manual vehicle and minimizes the likelihood of unintentional switching between the different driving modes.
  • FIGS. 12 to 17 show different variants of a display device of the motor vehicle 7, designated in each case as 26.
  • the display device 26 in each case comprises a speed display, the pointer of which is denoted by 27 and its scale by 28.
  • a light indicator 29 which indicates whether the motor vehicle 7 in the internal combustion engine drive mode
  • ICE Internal Combustion Engine
  • ED Electric Drive
  • the display device 26 has a uniform scale 28, which applies to each driving mode. While the numerals of the scale 28 in the engine driving mode are to be multiplied by a factor of 100 to obtain the number of revolutions per minute, in the electromotive driving mode, the factor 150 is to be used to obtain the accurate speed information. In the operation of the motor vehicle 7, however, the absolute value of the speed for the driver often plays a lesser role than the question of how high the speed of the motor compared to the width of the available speed range. Even without reading the digits of the scale 28 thus receives the driver, solely by observing the position of the pointer 27, a usable information.
  • the red range of the rpm meter which in FIG. 12 starts at "60" (corresponding to 6000 revolutions per minute in internal combustion engine operation and 9000 rpm in electromotive operation), is equally valid for both driving modes.
  • the embodiment according to FIGS. 13 and 14 differs from the exemplary embodiment according to FIG. 12 in that the scale 28 comprises an inner scale 30 and an outer scale 31.
  • the outside scale 31 is valid for the engine driving mode and the inside scale 30 for the electromotive driving mode.
  • the numerical value on the respective scale is 30, 31 with the Multiply factor 100 to get the speed in revolutions per minute.
  • the internal combustion engine driving mode selected the associated outer scale 31 is highlighted, in particular by illumination, while the inner scale 30 visually recedes and, for example, is only weak or not visible.
  • the electromotive driving mode FIG. 14
  • the inner scale 30 is optically highlighted.
  • the engine speed can be read directly by the display device 26 (in this case without any factor).
  • the red range of the speedometer on the scale 28 changes, depending on which driving mode is selected.
  • the higher speed of the electric motor compared to the internal combustion engine is directly readable on the single scale 28.
  • the red area of the rotary speed meter is designated as scale area 32.
  • the scale region 32 includes the red region of the rotational speed meter in internal combustion engine operation and the red region in electromotive operation.
  • the last-mentioned area is designated as sub-area 33 and, in comparison to the remaining scale area 32, which applies only to internal combustion engine operation, is highlighted optically, namely by a widened marking.
  • FIG. 19 and 20 show different variants of switching recommendations SE, which can be given by means of the display device 26 (not shown here).
  • the driver at the respective driven speed (10 km / h to 30 km / h), the driver not only sees which gear selection is possible at the respective speed, but also what residual acceleration potential at the respective speed Gear selection exists.
  • the display bar on which the switching recommendation SE is located is colored, wherein a first color, for example yellow, indicates the residual acceleration potential present. Lack of residual acceleration potential is indicated by a different color, for example green, which is replaced by a second type of hatching in FIG.
  • the display bar on which digits for different gears are not only bicoloured, but three-color designed, which is again indicated in Fig. 20 by different hatchings.
  • a first type of marking (yellow, dash-dotted lines in FIG. 20) stands for a normal driving style
  • a second type of marking green, dashed hatching in FIG. 20
  • a third type of marking (blue; 20 cross-hatching) for a particularly ecological driving style).
  • 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.
  • the digits indicating the possible gears travel through the indicator bar.
  • the switching between the gears 1, 2 and 3, and other gears is done by the driver of the motor vehicle 7 by coordinated operation of the clutch pedal 10, accelerator pedal 8 and selector element 1 1, independently whether it is a purely internal combustion engine or an electrically assisted driving mode.

Abstract

L'invention concerne une unité de propulsion hybride d'un véhicule à moteur, qui comprend plusieurs éléments de commande destinés à la commande aussi bien d'un moteur à combustion interne que d'un moteur électrique, à savoir une pédale d'accélérateur, une pédale d'embrayage, ainsi qu'un élément de sélection à actionnement manuel permettant l'enclenchement de différents rapports, ledit élément de sélection pouvant être actionné dans différents modes de conduite selon une grille de vitesses au moins partiellement identique.
PCT/DE2016/200091 2015-03-11 2016-02-12 Unité de propulsion hybride WO2016141933A1 (fr)

Priority Applications (2)

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DE112016001148.2T DE112016001148A5 (de) 2015-03-11 2016-02-12 Hybrid-Antriebseinheit
CN201680014642.4A CN107407398A (zh) 2015-03-11 2016-02-12 混合动力驱动单元

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DE102015204345 2015-03-11
DE102015204345.2 2015-03-11

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WO2016141933A1 true WO2016141933A1 (fr) 2016-09-15

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DE102016207731B4 (de) 2016-05-04 2018-06-07 Schaeffler Technologies AG & Co. KG Sperraktor für ein Getriebe eines Kraftfahrzeugs
DE102017213751A1 (de) * 2017-08-08 2018-05-09 Continental Automotive Gmbh Verfahren zum Betrieb eines Drehzahlmessers und Drehzahlmesser
CN113074246B (zh) * 2020-01-03 2024-04-02 卡明斯公司 用于手动变速器的换挡辅助系统

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US3648536A (en) * 1968-12-19 1972-03-14 Gen Motors Corp Selector mechanisms for change-speed gears
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DE102008042682A1 (de) 2007-10-09 2009-04-23 Toyota Jidosha Kabushiki Kaisha, Toyota-shi Hybridfahrzeugantriebssystem
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CN107407398A (zh) 2017-11-28
DE102016202117A1 (de) 2016-09-15

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