Drive unit for operating vehicle, has electric motor that drives displacement compressor for loading air in internal combustion engine, and gear box which provides variable output speeds

Description: [0001] The invention relates to a drive unit (1) for the operation of a vehicle

a) a via a drive shaft (20) driving the vehicle, with charge air rechargeable internal combustion engine (2),

b) one of the internal combustion engine (2) downstream exhaust gas turbine (26) for operating an electric generator (30),

c) whose current (30) can be fed into a battery (31) which can be recharged, preferably from an external power network, for example via a rectifier (76), for intermediate storage,

d) an electric motor (25) which can be operated by the current generated by the generator (30),

e) which is connected to the output shaft (23) of one of the internal combustion engine (2) downstream of the transmission (22).

A gear train having the above features is known from US-A-2010/0 044 127. Drive units with internal combustion engines with engine supercharging, and subsequent clutch and transmission are known from the prior art for automobiles. Essentially, two systems are used for engine charging, namely on the one hand turbocharger with an exhaust gas turbine and a flow compressor on one and the same time, whereby the exhaust gas energy is used to charge the internal combustion engine. The other possibility is to charge by means of a driven by the crankshaft of the engine compressor. Mostly this is a helical blower, but it can also be a G-charger, a Roots blower or a reciprocating compressor.

The advantage of turbocharging is that at least part of the exhaust gas energy can be made available for charging the internal combustion engine. Disadvantage is that at low engine speed not enough exhaust gas is available for optimal charging and the called "turbo lag" acceleration barrier of the vehicle occurs. For example, DE 10 221 563 A1 discloses such a system.

The disadvantage of the supercharger charge is that the exhaust gas energy on the one hand remains unused, and on the other hand even energy must be deducted from the crank case for the operation of the supercharger. The advantage, however, is that the supercharger increases its speed simultaneously with the speed of the engine crankshaft, thus providing enough charging air and pressure for each operating condition. Despite the advantages and disadvantages of the two systems, both systems are used in vehicles in the current state of the art.

A use of the exhaust gas energy both for the operation of the supercharger as well as for returning to the crankshaft of the engine is achieved with turbocompound systems. Such systems are known from the prior art and in this case have at least one utility turbine, which recovers energy from the exhaust gas of the internal combustion engine and converts it into mechanical energy and returns it to the crankshaft of the internal combustion engine. For this purpose, a gear unit is necessary, which converts the mechanical power to a suitable speed. Further developments show besides transmission units for the implementation of the mechanical power, in particular also for the use of energy feedback to the crankshaft of the internal combustion engine, solutions with fluid couplings, so-called turbo clutches. DE 102 009 033 519 A1 and US 2009/0 139 231 A1, for example, show such solutions. The technical, in particular mechanical complexity of such solutions is high, also associated with a high proportion by weight and space, which is not particularly favorable for the operation of a vehicle.

So-called hybrid drive units have also become state of the art today (cf., for example, EP-A-0755 816). These systems use in addition to the internal combustion engine of an electric motor and a larger battery. In most such systems, the electric motor is used on the one hand to increase the performance of the drive as a whole, by the electric motor is the internal combustion engine for better acceleration of the vehicle is switched on, and on the other hand is used for a purely electric ferry operation. The battery is charged during braking maneuvers by means of the then acting as a generator electric motor, which is first, and before a mechanical braking intervention, used to decelerate the vehicle, and thus generates electricity from the potential kinetic energy of the vehicle mass. Furthermore, such systems are known in which the battery can be additionally charged from an external power supply via plug (plug-in). Most of these systems operate without the use of exhaust energy for the ferry service.

Turbocompound hybrid systems try to combine the advantages of combining a charge and an energy return on the drive, as provided in turbocompound systems, with the hybrid system and eradicate the respective disadvantages of both systems. They all work with the known systems: internal combustion engine with a downstream turbocharger, consisting of exhaust gas turbine and flow compressor on a shaft; in the exhaust duct follows a power turbine, which is connected on the one hand via a planetary gear with the crankshaft and an2

CH 704 652 A1 on the other hand also drives a generator via a gearbox. In addition to the engagement of the power turbine via a planetary gear on the crankshaft, intervenes to further support the drive, an electric motor via a transmission to the crankshaft. The electric motor is operated with the electricity from the generator and additional power from a battery. Such a solution is shown in US 2010/0 044 127 A1. It is understood that even this solution does not cancel the disadvantages of the high mechanical and expensive effort, the high weight, the large and unfavorable space requirements; because the fact that a single gear train is provided for multiple drives, requires a gear balance, which is usually formed by planetary gear, costs space and weight and cost entails, once quite apart from the loss of efficiency.

The object of the present invention is to avoid the above-mentioned disadvantages, to provide a structure that allows energy-optimized operation of a supercharged internal combustion engine, while the highest flexibility and efficiency of charging guarantees a permanent hybrid operation allows preferably also with access to an external power grid.

According to the invention, this object is achieved by the features mentioned in the characterizing part of claim 1. Advantageous embodiments and modifications of the invention will become apparent from the dependent claims.

The proposed according to claim 1 transmission with variable input or output speeds is usually a manual transmission, either with manual or automatic circuit, or a so-called dual-clutch transmission, but it could also be a continuously variable CVT transmission. Thus, an electric motor is provided to supply energy directly via the reduction gear. Irrespective of this, another electric motor has a conveying means for the charge air, which has a favorable effect in terms of space, because the electric motor and conveying means need not be located compactly at the location of the other components, but rather can be arranged somewhere in the engine room of a vehicle, or even outside of this. Moreover, the so-called "turbo-hole" is avoided. Thus, the invention provides the ability to three each mechanically non-connected drives - namely exhaust gas turbine / generator, electric motor / conveyor and electric motor / output shaft - provide.

The exhaust gas turbine in turn drives, preferably exclusively, conveniently via a reduction gear, the generator, which supplies the two electric motors. The exhaust gas turbine is preferably designed as a multi-stage turbine in order to make maximum use of the exhaust gas energy, especially as the turbine can be optimally tuned to the sole energy consumer, the generator.

Further advantages and features of the invention will become apparent from the following description of a schematically illustrated in the single figure of the drawing, preferred embodiment.

The core of a drive unit 1 is formed by an internal combustion engine 2, which provides at least one in a cylinder 3 moving piston 4, a connecting rod drive 5 and a crank or drive shaft 20 the drive for a vehicle. The indicated in the drawing internal combustion engine 2 is a diesel engine, but may also be a gasoline engine with gasoline direct injection into the cylinder chamber. It is understood that a gasoline engine with mixture preparation in a carburetor, or with gasoline injection into the intake pipe of the engine as well as with natural gas or other gases operated engines can be used as well. In the case of an engine powered by gasoline or gas, the necessary spark plug is not shown.

It is also understood that a rotary piston engine, often referred to as Wankel engine, is an internal combustion engine and can also be referred to as the core of a drive unit 1.

The illustrated internal combustion engine 2 is, as conventionally, with at least one exhaust valve 6, at least one inlet valve 7, a fuel supply line 8a to a fuel injection 8, an exhaust camshaft 9, an intake camshaft 10, a supply air line eleventh and an exhaust pipe 12. Also, the internal combustion engine 2 in a known manner to a cooling system consisting of a coolant heat exchanger 13, a conveyor 14, such as a pump, liquid refrigerant in a line 15 either back through the coolant heat exchanger 13 or around this to the internal combustion engine 2 leads. The illustrated, not designated 3-way valve can either be controlled by a thermostat, or there is a heat sensor is provided, which is connected to a controller (32) which controls the valve. In any case, it is possible, as known, to regulate and maintain the optimum operating temperature of the internal combustion engine 2.

The internal combustion engine 2 is on the supply air line 11 and a conveyor 16, which is advantageously designed as Verdrängerverdichter, including in the context of this description, a helical blower, a G-charger, a Roots blower or a reciprocating compressor to be understood, supply air , like fresh air, for combustion. In the case of a gasoline engine with mixture preparation in a carburetor or with gasoline injection into the intake line, it was not fresh air, but an ignitable air-gasoline mixture. Before this supply air flows into the internal combustion engine 2, this expediently flows through an intercooler 19, which cools the air compressed and heated in the conveying means 16, so that the internal combustion engine 2 is not temporarily overheated.

In the conventional 4- or 2-stroke principle, the fuel is burned at the level of the highest compression in the combustion chamber, formed from pistons 4, the walls of the cylinder 3 and the cylinder head, and the energy gained per unit time of the exothermic Operation via piston 4 and crank mechanism 5 to the drive shaft 20 of the

CH 704 652 A1

Internal combustion engine 2 transmit. The resulting during combustion exhaust gases flow through the exhaust pipe 12 from the internal combustion engine 2 again.

The rotary piston engine, not shown in the figure assume the use of such as internal combustion engine, the function of the marked internal combustion engine. 2 It should be mentioned, however, that in a rotary engine, as well as in a two-stroke diesel or -Ottomotor, as is known, the inlet and exhaust valves omitted because their function is taken over by the reciprocating or just the rotating piston, which control technology to advantage that can not eliminate compression work.

According to the invention connected to the supply air line 11 conveyor 16, mechanically and spatially completely independent of the internal combustion engine 2, driven separately by a drive shaft 18 by an electric motor 17 whose speed is suitably controlled dynamically, as will be explained later. By contrast, the hot exhaust gases drive via the exhaust pipe 12 a, preferably multi-stage, exhaust gas turbine 26 and leave the system via an exhaust gas purification 27 with catalyst and optionally a particulate filter, and a muffler 28. The exhaust gas turbine 26 is used exclusively for power generation by means of a driven by the exhaust gas turbine 26 power generator 30th If it is necessary for any reason, a gear may be provided between the electric motor 17 and the conveyor 16.

Normally, the speeds of exhaust gas turbines, such as the turbine 26, relatively higher than the appropriate operating speeds of an electric power generator 30. Therefore, it is advantageous if between the exhaust turbine 26 and the generator 30, a reduction gear 29 is connected in proportion can be relatively simple to the planetary gear often used in the art. Instead of the geared intermediate gear indicated in the drawing, a belt or link chain drive may also be used. Possible high-speed generators can also be coupled directly to the exhaust gas turbine 26.

The generator 30 is preferably dimensioned so large that the downstream consumers, at least usually, draw less power than the generator 30 is able to deliver. It is advantageous if the generator 30 is controlled (by the later discussed control unit 32) via its field magnetization so that it supplies less power despite drive at comparable speed. In addition, it is such that if by the large-sized generator 30 and ev. In addition, the battery is fully charged by power from an external network, then, it is conveniently bridged by the later discussed control unit 32 (switch 46).

The power generated by the generator 30 is used, and preferably in the first line, for the operation of the electric motor 17 for driving the supply air conveyor 16. In addition, the power generated but also serves to operate a further electric motor 25, which is provided to transmit its energy to an output shaft 23 of a reduction gear 22 with variable input and output speeds. This reduction gear 22 will usually be the manual transmission of the vehicle, be it manual or automatic, or a so-called dual-clutch transmission, but it could also be a continuously variable CVT transmission. The torque of the electric motor 25 can be monitored on its shaft 71 in an advantageous manner via a torque measuring sensor 70 and a signal transmission 69 and the value brought to the control unit 32, which in turn is able to control the electric motor 25 via a signal transmission 54, as will be described later. On the other hand, the reduction gear 22 can also be monitored by the control unit 32 via a signal transmission 78 in such a way that the latter receives signals corresponding to the respectively engaged gear stage, in particular whether forward or reverse gear is engaged. Moreover, the controller 32 continuously calculates, according to a predetermined program, the fuel demand per unit time in accordance with a total output given by the accelerator pedal (as the sum of the internal combustion engine 2 plus the electric motor 25) in accordance with the accelerator pedal 33 proportionally proportional to the vehicle speed. This is because in conventional systems the fuel demand is directly related to the position of the accelerator pedal. Overall, the supply of energy via the electric motor 25 leads to a reduction of the fuel consumption of the internal combustion engine 2.

So that the control unit 32 can optimally perform the necessary for the control and regulation in the described arithmetic operations together with the actual values ​​reported by the sensors, characteristic values ​​of construction and design of the individual units, namely the internal combustion engine 2, the exhaust gas turbine 26 are preferably , the conveyor 16 and the electric motors 17 and 25, such as torques / powers as a function of the speeds, Amperages / powers in function of the speeds and field magnetizations, and all other relevant data and resulting graphs programmed into a program memory of the control unit 32. These data can then be compared as given values ​​via the various signal transmissions described here with the respective actual values ​​and the associated aggregates are controlled and regulated. At best, the control unit 32 has a programming connection, not shown, for reprogramming, if something changes in the characteristics.

If the electric motor 25 for the transmission of exhaust gas and electrical energy to the output shaft 23 for at least about twice the power that can be applied alone the exhaust turbine 26, then this means that so at least twice the Exhaust gas turbine power from the storage potential of externally sourced and stored in a normally connected battery 31 energy (see below the description of 75, 76) can be obtained from this again, but which is at least designed as a backup battery, but preferably has a much higher storage capacity, as will be explained later.

The control unit 32 is preferably provided with a program by which upon reaching a predetermined minimum storage potential of the battery 31 (which is detected by the signal transmission 61), the total power supply to the electric motors 17 and 25 per Time unit from the battery 31, in relation to the continuous time feed by the generator 30 is smaller, so that this minimum storage potential in the case of falling below as soon as possible again exceeded.

The fact that the electric motor 25 acts on the shaft 23, ie after the clutch 21 and the reduction gear 22, has the advantage that the electric motor, the speed jumps of the engine - caused by the gear changes of the reduction gear, does not have to track. Furthermore, it would also be possible to place the electric motor 25 in front of the differential gear of a vehicle, not shown, or to use a plurality of electric motors to amplify the drive by the internal combustion engine 2 and to install these in the hubs of a vehicle. It should also be mentioned that instead of a gear-Vorbeles a belt or link chain drive, or even a belt or link chain variator can be used to transmit electrical energy via the electric motor 25 to the drive.

Since the alternator 30 driving exhaust gas turbine 26 depending on the operating condition of the internal combustion engine 2 (idle to full load) the generator at different speeds, and thus different output power of the generator 30, drives, the current generated by the generator 30 via power supply lines 49 and 49a preferably to a rechargeable battery 31 (power storage or accumulator) passed. The battery 31 performs a buffer and power distribution function and passes the injected current according to requirements via power supply lines 48 and 48a to the electric motor 17 for driving the supply air conveyor 16, and via power supply lines 51 and 51a to the electric motor 25 for power transmission to the output shaft 23rd to. Because of the unequal current inflows and outflows as well as for a network load balancing, a part of this current fed by the generator 30 is advantageously temporarily stored in the battery 31.

However, the battery 31 is advantageously dimensioned so that only a small storage potential of the battery 31 is exhausted for this latching. In addition to this small storage potential and also a small safety potential, a relatively large storage potential for storing electricity is provided in the battery 31, which comes from an over-production of electricity of the generator 30 and / or loaded and stored from an external power grid. For charging from the external power grid is a corresponding to the prior art charger with a battery terminal 77, a rectifier 76 and connector 75th

The operating state of the battery 31 is continuously reported via a signal transmission or monitoring line 61 to a control unit 32, which may be formed of a processor or a computer. This control unit 32 actuates, if necessary, at least one current interrupt switch 46, 47, 74, 85, 86 for a one-sided or double-sided bridging. The switch 46 is located in a flow bypass line 50, 73 from the generator 30 to the electric motor 25. With the inventive solution, it is possible to keep the overall performance of the internal combustion engine 2 and the exhaust gas turbine 26 expediently minus the power requirement of the conveyor 16, which has priority yes, at least time-related largely constant, with additional electrical power via the electric motor 25 from the Potential of the battery 31 can be compensated by means of fuel reduction. Thus, it is advantageous if a program in the control unit 32 is designed so that it is in over the line 61 (as parts of a control circuit 32, 61) notified falling below a minimum voltage of the battery or failure thereof, the one or more switches 46, 47, 74, 85, 86 operated in the sense of bridging the battery 31.

It is advantageous if the controller 32 is provided with a program that gives the supply of electrical energy to the engine 17 priority and only then connects the electric motor 25 via the switch 86 to the battery 31 or via the switch 46, the electric motor 25 connects directly to the generator 30 when beyond the needs of the electric motor 17 beyond electrical energy is present. The speed of the electric motor 17 is advantageously regulated so that the speed of this electric motor 17 at normal speed of the internal combustion engine 2 is approximately proportional to the speed of the crankshaft thereof, so that the supply of the correct amount of supply air to the internal combustion engine 2 for each operating condition is secured at all times and permanently. However, it can be provided that, in the case of a deliberate rapid acceleration of the vehicle by sudden depression of the accelerator pedal (see the description of the pedal 33 and its sensors given below), the rotational speed of the conveying means 16 is accelerated to the expected value in advance.

The current interruption switches 46, 47, 74, 85, 86 can be activated via current guides 60 from the control unit 32, for example according to a program stored in it, which relates the operating state of the battery 31 with the actuation of the switch , It should be mentioned at this point that all the switches mentioned are expediently electronic switches, such as transistors. By pressing the switches 46, 47, 74, 85, 86 at most the battery can be bridged, whereupon the motors 17 and / or 25 directly from the generator 30, are fed. This can be provided as a safety measure in the event that the battery 31 fails.

In the drawing, all electric machines and units are shown as DC units. It is understood that - apart from the battery - and alternators and aggregates and rectifier and frequency converter can then be used in the current guides 48a, 49a, 51a.

According to an advantageous development of the invention, a selector switch 79 can be provided in the driver's cab of the vehicle, for example on a dashboard 72 indicated only schematically. With this selector switch 79, the driver can steplessly or in small stages choose how much percent of energy per unit time from the large storage potential of the battery 31, less the energy required for the motor 17, the electric motor 25 is supplied or the electric motor 25 can receive, which receives a higher percentage in urban operation or nearby charging option than on overland routes. The selected percentage is transmitted via the signal transmission 80 to the controller 32 as information, which controls the way, as well as a generator operable electric motor via a signal transmission 54 accordingly.

The higher the selector switch 79 is set, the faster the energy stored in the battery 31 is used up, with a setting of 0%, the stored energy is maintained. If, for example, a driver with a fully charged battery 31 has traveled a distance to a city, he can, for example select 0% at its departure so that the stored current is maintained until it reaches the outskirts of the city, in order then to switch over to the electric drive via the electric motor 25 when entering the city. Alternatively, the switching can also be effected or influenced automatically via the signals of a navigation device. If, on the other hand, a longer motorway journey were ahead, the driver would choose, for example, 10% to save some fuel over the entire route. If the storage potential of the battery 31 is used up, and the electric motor 25 can only supply the exhaust-gas turbine power, in the preferred case minus the power for the conveyor 16, to the output shaft 23, the control unit 32 automatically switches to greater fuel consumption for the internal combustion engine 2 in order to achieve the overall performance to be able to maintain the system.

The signal transmission 54 is preferably designed so that it passes signals from the controller 32 to the electric motor / generator 25, both for controlling the engine output and / or to switch to generator operation and / or to control the amperage in the generator mode and vice versa for feedback the operating state of the motor / generator 25. It can therefore be designed as a bus.

According to the prior art drives the internal combustion engine 2 via a clutch 21 and the aforementioned reduction gear 22 with variable input and output speeds via a differential, not shown, the wheels of the vehicle. The clutch 21 is used in a known manner to interrupt the propulsion gear change. The coupling may be a dry disc or a fluid coupling, a so-called turbo coupling. Also, a so-called dual-clutch transmission can be used, in which a separation of the drive in the transmission itself.

In the illustrated embodiment of the invention, the electric motor 25 engages via its output shaft 71 and a gear countershaft 24 in the output shaft 23 a. Instead of the geared counter gear, a belt or link chain drive can again be used here. This intervention is used for transmission via the exhaust gas turbine supplied by the generator 30 and discharged via the battery 31 electrical energy, so that the exhaust gas energy is used to support the internal combustion engine 2. This connection of the electric machine 25 with the output shaft or Output shaft 23 of the reduction gear 22 also allows the recuperation of braking energy when the machine 25 is operable as a generator; in the engine operation of the electric machine 25, however, good acceleration values ​​of the vehicle at driving speed increase, despite good energy efficiency.

To improve energy efficiency, the accelerator and brake pedals will be equipped with sensors. Thus, in the present preferred embodiment, the accelerator pedal 33 of the vehicle is provided with an acceleration measuring sensor 37 (accelerometer) and a pedal position detecting sensor 36. On the other hand, the brake pedal 34 of the vehicle may be provided with a pressure measuring sensor 35. The sensors 35-37 communicate with the controller 32 via signal transmissions 57, 58, 59. The propulsion under load generates a torque in a certain direction on the reduction gear output shaft 23. The value of the torque is detected by a sensor 38, for example a piezoelectric strain gauge, the value transmitted contactlessly inductively from the shaft to an evaluation circuit, in particular to a full bridge, and passed to the control unit 32 via a signal transmission 64. It is also possible to attach two strain gauges across each other. Since it also depends on whether the internal combustion engine 2 together with the electric motor 25 generates propulsion, or the kinetic energy of the vehicle mass drives the movable mass parts of the internal combustion engine 2 (crankshaft, connecting rod, piston, camshaft, valves), the sense of direction of the torque the output shaft 23 detected by one of the output shaft 23 associated sensor 39 and passed the result via a signal transmission 65 to the control unit 32. At the output shaft 23, a speed sensor 45 is also attached and transmits its signal via a signal transmission 63 to the controller 32nd

If the fuel supply 8, 8a interrupted by the accelerator pedal 33, or throttled so much that virtually no significant propulsion on the part of the internal combustion engine 2 is more, the sense of rotation of the torque turns. The determination of this change in the direction of rotation causes via the control unit 32 by means of signal transmission 54 to the electric motor 25 whose conversion from engine to generator operation. Likewise, this determination can cause the intake and exhaust valves 7, 6 to be set to air-pump action via the control unit 32 and signal transmissions 55, 55a, 82, and a 3-way valve 81 in the supply air line 11 via the signal transmission 82 placed after the conveyor 16 and the intercooler 19 on fresh air intake according to the arrow coming from above in the drawing

CH 704 652 A1 becomes. While in normal operation of the internal combustion engine 2, the valves 6 and 7 are operated alternately every other stroke, this is done in the air pumping operation at each stroke, as in a normal pump. This is mechanically difficult with cam-driven valves 6, 7, which is why hydraulic or electromagnetic control is preferred.

It is understood that in a two-stroke piston as well as in a rotary piston internal combustion engine, this special control of the intake and exhaust valves is eliminated, the control of the three-way valve 81, however, remains.

The control of the 3-way valve is carried out by the control unit 32 via a signal transmission 82. At the same time to this action, the electric motor 17 and thus the conveyor 16 is shut down via a signal transmission 52. The air-pump action of the valves means that with each downward movement of the piston 4, the inlet valve 7 is open and the outlet valve 6 remains closed. With each upward movement of the piston 4, the inlet valve 7 remains closed and the outlet valve 6 remains open. The internal combustion engine 2, driven by the kinetic energy of the vehicle mass, then works as a compressor for driving the turbine 12. The signal transmission 52 is useful both for speed control of the electric motor 17 and vice versa for feedback of the operating state of the motor 17 and indirectly of the conveyor 16. Therefore, this signal transmission can be configured as a bus.

The above-described, sitting on the drive shaft 23 sensors 38, 39 and 45 also allow further recuperation of energy. When propulsion, ie at normal drive of the vehicle and depressed accelerator pedal 33, creates a certain positive torque direction on the shaft 23. When the accelerator pedal 33 to the O position, the fuel supply is interrupted or at least throttled so that no appreciable Propulsion is more. The motion potential of the vehicle mass drives the moving engine parts and must apply the power of compression in the cylinder 3. The torque on the drive shaft 23 of the reduction gear 22 is negative. The torque direction sensor 39 transmits this change of direction as information to the control unit 32, which switches the electrical machine 25 to generator operation by program. At the same time, the same program can also cause the above-described air pump operation of the internal combustion engine 2. Only when it is braked more, this signals the pedal sensor 35, whereupon the mechanical brake is actuated. In an alternative program, the advantageously hydraulically or electromagnetically actuated valves 6, 7 can first be adjusted to the air pump action described above, which already gives a certain braking effect, and only upon further, increased brake pedal pressure is the electric motor 25 switched to generator Changed function. It is understood that the air-pump operation is indeed particularly advantageous here, but also regardless of the type of drive unit, so even in conventional drives, could be used with advantage, so that it represents an independent invention.

In addition to all these actions in Rekuperationsbetrieb there is also the possibility in the context of the invention that via a signal transmission 53, the counter-torque of the generator 30 of the now probably weaker performance of the exhaust gas turbine power plant 26 is adjusted. This is possible for example by changing the excitation current of the generator or by changing the air gap, such as with a relative to the stator axially displaceable, possibly conical, runners. The counter-torque can therefore be varied, and increased again at a further increase in brake pedal pressure. It should be noted that the signal transmission 53 on the one hand from the controller 32 to the generator 30 to control the current to be generated and possibly on the other hand vice versa to report the operating condition of the generator and can be advantageously designed as a bus. The signal transmission 53 from the controller 32 to the generator 30 is useful both to control the current to be generated, as well as vice versa to the feedback of the operating state of the generator. Therefore, this signal transmission can be configured as a bus.

Although in the figure for actuating the valves 6, 7 camshafts 9, 10 are indicated. For the conversion of the valves to the just discussed air pump action but a fully hydraulic or electromagnetic valve actuation was better suited.

The possibly preferably provided acceleration measuring sensor 37 and the position detection sensor 36 on the accelerator pedal 33 can cause that in abrupt depression of the accelerator pedal 33 (which just leads to increased acceleration of the accelerator pedal movement), the electric motor 17 via its drive shaft 18th Also, the conveyor 16 leading to the, registered by pedal position sensor 36 current position, matching speed is dynamically accelerated. Thus, good acceleration of the vehicle can be achieved without an acceleration barrier.

In the cab of the vehicle is preferably also a on / off or switch 89. With this, the chauffeur can switch over a signal transmission 90 and the controller 32 to pure electromotive propulsion by the electric motor 25. By means of a signal transmission 88 and a clutch actuating mechanism 87, the clutch 21 is opened, and the drive train is separated from the internal combustion engine 2.

The following further sensors can be provided to optimize the operation of the drive unit 1 via the control stage 32: a sensor 40 for detecting the coupling position with a signal transmission 66; namely the open or closed position in a dry-disc clutch, or the standstill indicator of the coupling half to the reduction gear 22 in a hydrodynamic fluid coupling.

Further, a speed measuring sensor 41 may be provided on the drive shaft 20 of the internal combustion engine 2 with a signal transmission 67; a torque measuring sensor 91 on the drive shaft 20 of the combustion force 7

CH 704 652 A1 machine 2 with a signal transmission 92, a pressure measuring sensor 44 in the supply air line 11 of the internal combustion engine 2 with a signal transmission 93 for fuel feed metering from the control unit 32 for fuel injection at the end of the line. 8

Also, a speed measuring sensor 43 may be provided on the shaft 18 of the motor 17 with a signal transmission 62, a speed measuring sensor 42 on the generator drive shaft 74 'with a signal transmission 73 and a torque sensor 83 on the drive shaft 74 'of the generator 30 with a signal transmission 84th Their signals can all, together with the predefined and programmed into the controller 32 and codes of the individual machines, for controlling and regulating the complete drive unit 1 are used.

Since a battery 31 is only able to store direct current, the illustrated electrical machines 17, 25, 30 can be DC machines. Alternatively, AC units can be used. Then, in the electrical power supply lines 48a, 49a, 51a around the battery 31, the respectively necessary rectifier and possibly a frequency converter are installed.

It is clear that the following list of reference numerals is part of the disclosure of this description. Furthermore, it is clear that the invention may be subject to numerous modifications; For example, meets in the present embodiment, the only control device with multiple programs stored multiple functions, but could be provided for each function own memory device with a separate program, as well as several of the features described, can be summarized in individual control units. However, the solution presented has the advantage that one manages to carry out all programs with the least number of signal transmissions. Although only one cylinder 3 is shown in the drawing, it will be understood that a drive unit 1 according to the invention can also be used in multi-cylinder machines.

List of Reference Numerals [0053]

<td>1</td><td>drive unit</td><td>2</td><td>Internal combustion engine</td>

<td>3</td><td>cylinder</td><td>4</td><td>piston</td>

<td>5</td><td>crankshaft</td><td>6</td><td>outlet valve</td>

<td>7</td><td>intake valve</td><td>8th</td><td>Fuel supply line too</td>

<td>8a</td><td>Fuel injection</td><td>9</td><td>Exhaust camshaft</td>

<td>10</td><td>Intake camshaft</td><td>11</td><td>air supply</td>

<td>12</td><td>exhaust pipe</td><td>13</td><td>Coolant cooler</td>

<td>14</td><td>Coolant pump</td><td>15</td><td>Coolant circulation line</td>

<td>16</td><td>funding</td><td>17</td><td>Electric motor for 16</td>

<td>18</td><td>Drive shaft v. 17</td><td>19</td><td>Charge air cooler</td>

<td>20</td><td>Drive shaft v. 2</td><td>21</td><td>clutch</td>

<td>22</td><td>variable reduction gear</td><td>23</td><td>Output shaft v. 22</td>

<td>24</td><td>Geared gear on 23</td><td>25</td><td>Motor / generator</td>

<td>26</td><td>Exhaust gas power turbine</td><td>27</td><td>emission control</td>

<td>28</td><td>silencer</td><td>29</td><td>Reduction gear according to 26</td>

<td>30</td><td>power generator</td><td>31</td><td>Current memory / battery</td>

<td>32</td><td>control unit</td><td>33</td><td>accelerator</td>

<td>34</td><td>brake pedal</td><td>35</td><td>Pressure measuring sensor on 34</td>

<td>36</td><td>Pedal position anchoring position sensor</td><td>37</td><td>Acceleration measuring sensor on 33</td>

<td>38</td><td>Torque sensor on 23</td><td>39</td><td>Torque sense of direction sensor</td>

<td>40</td><td>Clutch position sensor</td><td>41</td><td>Speed ​​measuring sensor on 20</td>

CH 704 652 A1

<td>42</td><td>Speed ​​measuring sensor on 74 '</td><td>43</td><td>Speed ​​measuring sensor on 18</td>

<td>44</td><td>Pressure measuring sensor on 11</td><td>45</td><td>Speed ​​measuring sensor on 23</td>

<td>46</td><td>Switch in shunt 50</td><td>47</td><td>Switch from 30 to 31</td>

<td>48</td><td>Power supply to 17</td><td>48;</td><td>a switch in 48</td>

<td>49, 49a</td><td>Power supply from 30 to 31</td><td>50</td><td>Power bypass line with 73 '</td>

<td>51</td><td>Power supply from 31 to 25</td><td>52</td><td>Signal transmission between 32 &amp; 17</td>

<td>53</td><td>Signal transmission between 32 &amp; 30</td><td>54</td><td>Signal transmission between 32 &amp; 25</td>

<td>55</td><td>Signal transmission for 6</td><td>55;</td><td>a signal transmission between 32 &amp; 8</td>

<td>56</td><td>Signal transmission for 7</td><td>57</td><td>Signal transmission v. 36 to 32</td>

<td>58</td><td>Signal transmission v. 37 to 32</td><td>59</td><td>Signal transmission v, 35 to 32</td>

<td>60</td><td>Signal transmission v. 32 to switches</td><td>61</td><td>Signal transmission v. 31 to 32</td>

<td>62</td><td>Signal transmission v. 43 to 32</td><td>63</td><td>Signal transmission v. 45 to 32</td>

<td>64</td><td>Signal transmission v. 38 to 32</td><td>65</td><td>Signal transmission v. 39 to 32</td>

<td>66</td><td>Signal transmission v. 40 to 32</td><td>67</td><td>Signal transmission v. 41 to 32</td>

<td>68</td><td>Signal transmission v. 44 to 32</td><td>69</td><td>Signal transmission v. 70 to 32</td>

<td>70</td><td>Torque measuring sensor on 71</td><td>71</td><td>Wave of 25</td>

<td>72</td><td>Cab / dashboard</td><td>73</td><td>Power bypass line with 50</td>

<td>74</td><td>Switch in 73 '</td><td></td><td></td>

<td>75</td><td>power plug</td><td>76</td><td>Rectifier (charger)</td>

<td>77</td><td>battery terminal</td><td>78</td><td>Signal transmission v. 22 to 32</td>

<td>79</td><td>selector</td><td>80</td><td>Signal transmission v. 79 to 32</td>

<td>81</td><td>3-way valve in 11</td><td>82</td><td>Signal transmission v. 32 to 81</td>

<td>83</td><td>Torque sensor on 95</td><td>84</td><td>Signal transmission v. 83 to 32</td>

<td>85</td><td>Switch on 48a, 48th</td><td>86</td><td>Switch on 51a, 51st</td>

<td>87</td><td>Clutch actuating mechanism</td><td>88</td><td>Signal transmission v. 32 to 87</td>

<td>89</td><td>On / off switch</td><td>90</td><td>Signal transmission v. 89 to 32</td>

<td>91</td><td>Torque sensor on 20</td><td>92</td><td>Signal transmission v. 91 to 32</td>

<td>93</td><td>Signal transmission from 32 to 8</td><td>94</td><td>Signal transmission v. 42 to 32</td>

<td>95</td><td>Wave to 30</td><td></td><td></td>