Drive for a vehicle with an internal combustion engine and an electric motor

• US 4,400,997 A
• Filed: 10/23/1980
• Issued: 08/30/1983
• Est. Priority Date: 10/27/1979
• Status: Expired due to Term

• Current Assignee: Volkswagen AG
• Original Assignee: Volkswagen AG
• Inventors: Fiala, Ernst
• Primary Examiner(s): Braun, Leslie A.
• Assistant Examiner(s): McKenzie, Jr., Frank H.
• Application Number:
  US06/199,999
• Time in Patent Office: 1,041 Days
• Field of Search: 74/661, 74/877, 74/878, 74/866, 192/3.56, 192/3.58, 192/3.62, 192/0.098, 192/48.6, 200/61.88, 200/61.91, 290/45, 180/65 A, 60/718
• US Class Current: 74/661
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2250/24 by lever actuation
• CPC Class Codes: B60L 2250/26 by pedal actuation
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/30 using propulsion power stored mechanically, e.g. in fly-wheels
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/40 Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers power-up or power-down of the driveline B60W30/192
• CPC Class Codes: F16H 59/0217 with electric switches or sensors not for gear or range selection, e.g. for controlling auxiliary devices for gear selection F16H59/044; for range selection F16H59/105
• CPC Class Codes: F16H 63/46 Signals to a clutch outside the gearbox
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility
• CPC Class Codes: Y10S 903/946 Characterized by control of driveline clutch
• CPC Class Codes: Y10T 74/19014 Plural prime movers selectively coupled to common output

Abstract

A drive for a vehicle with an internal combustion engine and an electric motor drivingly connected to a manual transmission with a clutch is provided. The transmission has a shift lever, a shift gate, a lane associated with the lowest gear of the transmission, and an input shaft. A control lever is longitudinally displaceable when the shift lever is in a neutral position, and is supported by the shift lever when the shift lever is in the neutral position. The shift gate supports the control lever when the shift lever is positioned out of the neutral position. A first switch is positioned in the transmission and is actuated by the control lever. A spring normally biases the control lever into contact with the first switch. A first motor circuit includes an accelerator pedal coupled to a regulator to control the speed of the electric motor. A second motor circuit includes the accelerator pedal coupled to a power regulator to control the speed of the internal combustion engine. First and second clutch circuits disengage the clutch, with the second clutch circuit having a switch to disengage the clutch when the driver touches the shift lever. The first switch selects the first clutch circuit in the first motor circuit when the control lever is longitudinally displaced, and selects the second motor circuit and the second clutch circuit when the control lever is not longitudinally displaced.

Claims

1. In a vehicle having a drive train including an accelerator lever and an internal combustion engine, a clutch, a manual transmission and an electric motor connected to said transmission, said transmission having a shift lever, a shift gate, a shift lane associated with the lowest gear of said transmission, and a transmission input shaft, apparatus for controlling operation of said drive train, comprising:

a control lever supported by said shift lever and longitudinally displaceable against a spring when said shift lever is in a neutral position, said control lever having means for retaining said control lever in the displaced position by engaging said shift gate when said shift lever is positioned out of said neutral position;

a first switch in said transmission actuated by said control lever;

a first motor circuit including means coupled to said accelerator lever for controlling the speed of said electric motor;

a second motor circuit including means coupled to said accelerator lever for controlling the speed of said engine;

a first clutch circuit for disengaging said clutch;

a second clutch circuit including a second switch for disengaging said clutch when said shift lever is grasped;

said first switch selecting said first clutch circuit and said first motor circuit when said control lever is longitudinally displaced, and selecting said second motor circuit and said second clutch circuit when said control lever is not longitudinally displaced.

2. Apparatus as specified in claim 1, wherein said second clutch circuit includes:

means generating an engine speed signal proportional to the rotational speed of said engine;

means generating an idling speed signal proportional to the nominal idling speed of said engine;

third switch means actuated by said shift lever when said shift lever is positioned in said shift lane associated with the lowest gear of said transmission; and

a speed-dependent switch for selecting said second clutch circuit when said engine speed signal is greater than said idling speed signal, and for selecting said second motor circuit energized by said third switch when said shift lever is in said shift lane associated with the lowest gear of said transmission.

3. The drive in claim 1, wherein said first and second clutch circuits include:

means generating an engine speed signal proportional to the rotational speed of said engine;

means generating a transmission speed signal proportional to the rotational speed of said input shaft of said transmission; and

regulator means actuated by said second switch for retarding the current drop in said clutch circuit resulting from opening of said second switch when said engine speed signal is below a predetermined value, and when said engine speed signal significantly differs from said transmission speed signal.

4. The drive in claim 3, wherein said second clutch circuit includes:

means generating an idling speed signal proportional to the nominal idling speed of said engine;

contact means in said second motor circuit actuated by said shift lever when said shift lever is in said shift lane associated with the lowest gear of said transmission; and

a speed dependent switch for selecting said second clutch circuit when said engine speed signal is greater than said idling speed signal, and for selecting said second motor circuit energized when said shift lever actuates said contact means.

5. The drive in claim 1, 2, 3, or 4 and further comprising a third motor circuit, including:

a power regulator for regulating the speed of said engine;

said accelerator lever coupled to said power regulator;

said electric motor;

wherein said third motor circuit is energized by said first switch to start said engine with said electric motor.

6. The device in claim 5, wherein said third motor circuit includes a contact opening when the reverse gear of said transmission is engaged.

7. The drive in claim 1, 2, 3, or 4 and further comprising a second clutch drivingly connected to said electric motor for disengaging said electric motor when said clutch is disengaged, when the rotational speed of said engine exceeds a first predetermined value, or when the rotational speed of said electric motor exceeds a second predetermined value.

8. The drive in claim 5 and further comprising a second clutch drivingly connected to said electric motor for disengaging said electric motor when said clutch is disengaged, when the rotational speed of said engine exceeds a first predetermined value, or when the rotational speed of said electric motor exceeds a second predetermined value.

9. The drive in claim 6 and further comprising a second clutch drivingly connected to said electric motor for disengaging said electric motor when said clutch is disengaged, when the rotational speed of said engine exceeds a first predetermined value, or when the rotational speed of said electric motor exceeds a second predetermined value.

10. The drive in claim 1, 2, 3 or 4, wherein said control lever is a tube surrounding said shift lever.

11. The drive in claim 5 wherein said control lever is a tube surrounding said shift lever.

12. The drive in claim 6 wherein said control lever is a tube surrounding said shift lever.

13. The drive in claim 7 wherein said control lever is a tube surrounding said shift lever.

14. The drive in claim 8 wherein said control lever is a tube surrounding said shift lever.

15. The drive in claim 9 wherein said control lever is a tube surrounding said shift lever.