HYBRID VEHICLE

Description

[0001] The present invention relates to the field of hybrid vehicles, and more particularly to the selection of the propulsion mode of such vehicles.

[0002] Hybrid vehicles are vehicles that include both a combustion engine and an electric motor, both dedicated to propelling the vehicle. A hybrid vehicle user can therefore choose between a combustion engine-powered mode and an electric motor-powered mode.

[0003] The propulsion mode is usually selected via an automatic transmission, but a manual transmission with a gear selector is also possible. When the internal combustion engine is selected, the user's movement of this gear selector mechanically moves transmission components, such as shift forks or sliding sleeves, within the gearbox; however, the electric propulsion mode requires that these transmission components not be subjected to stress.

[0004] DE102014218829A1 relates to an actuation actuator, in particular for a transmission comprising a first shaft and a second shaft, comprising several pairs of idler gears and gears to determine the translation of the transmission, a respective idler gear being rotationally connected to one of the shafts.by means of a switching element and in that the gear is fixedly connected in rotation to the other of the shafts, an electric machine that can be fixedly connected in rotation by means of a first idler gear to the first shaft and by means of a second idler gear to the second shaft by means of switching elements is, in which the actuation actuator has movable or rotating means, by means of which the switching elements can be selected for the selection of the transmission ratio and can be actuated for an input or interpretation of translation, and by means of which the switching elements can be selected and actuated to connect the electric machine to a transmission shaft.

[0005] EP2169280A1 relates to a transmission in which the installation of an actuator that is adapted in position and phase can be easily carried out without providing a positioning mechanism. The transmission comprises a gear selector shaft (20) that initiates a gear change operation, a gear shift and selection actuator that moves the gear selector shaft (20) during the gear change, and a housing (60) that encloses the gear selector shaft (20) and the gear shift and selection actuator. The gear selector shaft (20) includes a stop (29) that abuts against the housing (60) and limits the movement of the gear selector shaft (20). The housing (60) includes a stop surface (62) against which the stop (29) abuts.The stop surface (62) is formed in a position outside a range of shaft movement in which the gear selector shaft (20) can move during gear change.

[0006] DE102016125096A1 relates to a drivetrain (1) for a motor vehicle, comprising an actuator (3) having a commutator shaft (2), a commutator element (4) of the actuator (3) being coupled to the commutator shaft (2). such that the switching element (4), during a process of selecting the actuator (3), in an axial direction of the switching shaft (2), in at least one actuation plane (5, 6, 7, 8, 9, 10) and during a switching process, the actuator (3) is movable in at least one actuation plane (5, 6, 7, 8, 9, 10), the actuator (3) being designed and fixed such that the switching element (4) in a first level of actuation (5), interacts with a clutch (13) disposed between an electrical machine (11) and a rotating part (12) of the kinematic chain (1).

[0007] It is therefore necessary to use a system which on the one hand allows the movement of the transmission parts when using the thermal propulsion mode and on the other hand ensures that these parts are not driven when using the electric propulsion mode, for example by using a detection mechanism.

[0008] The main object of the present invention is a hybrid motor vehicle according to claim 1.

[0009] The vehicle's manual transmission, in this case a hybrid vehicle, includes a gear selector operated by the vehicle's user. Moving this gear selector causes the selector lever, and more specifically its engagement finger, to move. This engagement finger can assume several positions during its movement, including a first position configured to allow electric propulsion of the vehicle and a number of other positions configured to control a gear in the manual transmission. Thus, when the engagement finger is in the first position, the vehicle can, for example, move forward or backward using an electric propulsion mode, which engages an electric motor.Conversely, when the gear selector is in any of the other positions—that is, when it controls one of the gears—the vehicle can move forward or backward using a thermal propulsion mode, involving an internal combustion engine. However, it is essential to ensure that when the gear selector is in the first position, namely when the electric propulsion mode is selected, the gears of the thermal propulsion mode cannot be engaged, as this would cause a movement of transmission components within the gearbox that would be incompatible with the use of the electric propulsion mode. The selector lever is equipped with a mechanism to prevent the manual gearbox from being engaged when the gear selector is in its first position.As an example, the means preventing the control of a speed of the manual gearbox when the engagement finger is in its first position is a mechanical means.

[0010] Such a selection lever therefore allows alternating between thermal propulsion mode and electric propulsion mode in a safe manner.

[0011] According to one feature of the invention, the selection lever includes at least one position sensor for the engagement finger configured to detect at least the first position and inform the vehicle of the switch to electric propulsion.

[0012] This position sensor therefore makes it possible to detect when the vehicle switches to electric propulsion mode and informs the vehicle, or even the user of that vehicle.

[0013] According to another feature of the invention, the selection lever includes a rotating support on which the engagement finger is mounted.

[0014] A change in the position of the engagement finger, for example from the first position to one of the plurality of positions configured to control a gear in the manual gearbox, is thus effected by a rotation of the rotating support. According to one feature of the invention, the means preventing the selection of a gear in the manual gearbox when the engagement finger is in the first position takes the form of an angular sector, this angular sector being adapted to block a plurality of gear engagement forks located in the manual gearbox. In such a situation, the forks are held in their neutral position by the angular sector.

[0015] These gear selector forks are activated when the selector finger is in one of the multiple positions configured to control a gear in the manual transmission; they are transmission components that help transmit torque from the internal combustion engine. To this end, they are designed to cooperate with the selector finger, for example, via notches into which the selector finger engages. When the selector finger is in the first position, it cannot engage these forks and transmit the torque from the internal combustion engine.

[0016] It is thus understood that the first position, configured to allow electric propulsion, corresponds to a lack of association between the engagement finger and either of the engagement forks. According to the invention, this lack of association is secured by the angular sector, which can cooperate with the engagement forks instead of the engagement finger in order to lock them. The angular sector can therefore, depending on the propulsion mode, lock or unlock the engagement forks.

[0017] According to the present invention, the engagement finger takes a second position configured to allow electric propulsion, the first position corresponding to a forward movement of the vehicle and the second position corresponding to a rearward movement of the vehicle.

[0018] It is thus understood that the first position uses the electric motor to move the vehicle forward while the second position uses it to move the vehicle backward.

[0019] According to one feature, the finger engagement position sensor is configured to detect the second position and inform the vehicle of the switch to electric propulsion.

[0020] In the same way as for the first position, the position sensor detects when the vehicle uses electric propulsion mode to reverse and informs the vehicle and by extension its user.

[0021] According to one feature of the invention, the position sensor of the engagement finger is configured to detect the engaged manual gearbox ratio and inform the vehicle of the use of the manual gearbox.

[0022] The position sensor is therefore specifically configured to detect an association or lack of association between the engagement finger and an engagement fork.

[0023] According to another feature of the invention, the position sensor is a non-contact sensor.

[0024] As an example, the position sensor could be a Hall effect sensor.

[0025] According to one feature of the invention, the rotating support carries a magnetic track, the position sensor comprising a detector of this magnetic track.

[0026] The position sensor detector is thus capable of detecting a magnetic field from this magnetic track, this magnetic field being variable across a surface of the magnetic track. Different values ​​of the magnetic field correspond to the different positions that the engagement finger can assume, and recognizing one of these values ​​allows the position sensor to determine the specific position of the engagement finger.

[0027] Depending on one characteristic, a balling system locks the first and / or second position of the engagement finger.

[0028] This ballasting system, like the engagement finger, is supported by the rotating bracket. During rotation, it can bring the engagement finger into angular contact with one of the engagement forks for the thermal propulsion mode, or conversely, offset the engagement finger angularly relative to these engagement forks for the electric propulsion mode. Here, "angular contact" means that the engagement finger is positioned relative to one of the engagement forks in such a way as to cooperate with its notch.

[0029] According to one feature of the invention, the selection lever is controlled by a device for selecting a vehicle propulsion mode from among a propulsion mode by the internal combustion engine connected to the manual gearbox and the electric propulsion mode, this propulsion mode selection device being configured to be controlled by at least one gear selector.

[0030] Other features, details and advantages of the invention will become clearer upon reading the following description on the one hand, and the illustrative and non-limiting examples of embodiments given with reference to the accompanying drawings on the other hand, in which: [ Fig. 1 ] is a longitudinal cross-sectional view of a manual gearbox; [ Fig. 2 ] illustrates, schematically, a selection lever, which is part of a hybrid motor vehicle according to the invention, located in the manual gearbox of the figure 1 , one of the engagement fingers of this selection lever being in a first position; [ Fig. 3 ] is a schematic representation of the selection lever of the figure 2 according to a cross-section, in overview; [ Fig. 4 ] illustrates, schematically, the selection lever of the figure 1 in longitudinal section view; [ Fig. 5 ] is a schematic representation of the selection lever in cross-section, with the selector lever's engagement finger in a different position; [ Fig. 6 ] is another schematic representation of the selection lever in cross-section, with the selector lever's engagement finger in yet another position; [ Fig. 7 ] is another schematic representation of the selection lever in cross-section, with the selector lever's engagement finger in yet another position; [ Fig. 8 ] is another schematic representation of the selection lever in cross-section, with the selector lever's engagement finger in yet another position; [ Fig. 9 ] is a schematic representation of a selection device, which is not part of the present invention.

[0031] In the figures, elements common to several figures retain the same reference.

[0032] There figure 1 Figure 1 schematically illustrates a manual gearbox 1 in a longitudinal cross-sectional view. This manual gearbox 1 can, for example, be integrated into a motor vehicle. According to the present invention, such a motor vehicle is of the hybrid type and comprises two means of propulsion: an internal combustion engine, schematically illustrated by reference numeral 2, and an electric motor, not shown in the figures. It is therefore understood that the vehicle can move either by means of thermal propulsion involving the internal combustion engine 2, or by means of electric propulsion involving the electric motor.

[0033] The manual gearbox 1 is driven by the internal combustion engine 2. The internal combustion engine 2 carries a clutch device 4 which is operated by a hydraulic cylinder 6. This hydraulic cylinder 6 can, for example, be controlled by a user of the hybrid motor vehicle equipped with the manual gearbox 1 when that user operates a clutch pedal of the hybrid motor vehicle.

[0034] The manual gearbox 1 transmits torque from the internal combustion engine 2 to the vehicle's wheels. More specifically, this torque is transmitted to a primary shaft 8 and a secondary shaft 10. Primary shaft 8 and secondary shaft 10 are centered on a first pivot axis Y1 and a second pivot axis Y2, respectively.

[0035] The manual gearbox 1 has several gear ratios, including first, second, third, fourth, fifth, sixth, and reverse. Reverse allows the hybrid vehicle to move backward, while the other gears move it forward.

[0036] For this purpose, the primary shaft 8 carries fixed gears 12 and 14, with a first fixed gear 12 for first speed and a second fixed gear 14 for second speed. The primary shaft 8 also carries four idler gears: a first idler gear 16 for third speed, a second idler gear 18 for fourth speed, a third idler gear 20 for fifth speed, and a fourth idler gear 22 for sixth speed. These gears 12, 14, 16, 18, 20, and 22 are designed to mesh with the teeth of the secondary shaft 10.More specifically, they are able to cooperate with idle gears 24, 26 including a first idle gear 24 for the first speed and a second idle gear 26 for the second speed, as well as fixed gears 28, 30, 32, 34 including a first fixed gear 28 for the third speed, a second fixed gear 30 for the fourth speed, a third fixed gear 32 for the fifth speed and a fourth fixed gear 34 for the sixth speed.

[0037] The reverse gear can be engaged via a tertiary shaft 36, separate from the primary shaft 8 and secondary shaft 10, and whose pivot axis Z is parallel to the first and second pivot axes Y1, Y2. This tertiary shaft 36 includes a pinion 38 adapted to cooperate with the idler gear 24 of the secondary shaft 10.

[0038] Furthermore, the secondary shaft 10 and the tertiary shaft 36 each have a toothed wheel 40, 42 suitable for cooperating with a differential ring 44. This differential ring 44 is contained in a housing 46 which also contains a torque distribution mechanism 48 to the wheels of the hybrid motor vehicle.

[0039] A selection among the different gear ratios of the manual gearbox 1 is made by means of a selector lever 50, which will be described in relation to the figures 2 à 8 This selector lever 50 is connected to a gear selector 51, which can be operated by the user of the hybrid vehicle. This gear selector 51 cooperates with the selector lever 50 via a first rotary lever 51a and a second linear lever 51b to allow, respectively, the rotational movement and linear movement of the selector finger 54 along the axis of rotation X. This gear selector 51 thus participates in the selection of gears for the manual gearbox 1 for the internal combustion engine propulsion of the hybrid vehicle, but it can also participate in the selection of the electric drive.

[0040] The selector lever 50 includes a rotating support 52, here a tubular element, which pivots about an axis of rotation X parallel to the pivot axes Y1, Y2, and the pivot axis Z. The rotating support 52 can also translate along this axis of rotation X. The rotating support 52 of the selector lever 50 carries an engagement finger 54, which is also a tubular element. This engagement finger 54 can therefore move in rotation and / or translation relative to the axis of rotation X. Such movements allow the engagement finger 54 to cooperate with the gear selector forks of the manual transmission 1, at least a portion of the selector forks being radially aligned in a plane perpendicular to the axes of rotation X, pivot axes Y1, Y2, and pivot axis Z.Among these engagement forks, there is a first engagement fork 56 corresponding to reverse gear, a second engagement fork 58 corresponding to first and second gears, a third engagement fork 60 corresponding to third and fourth gears, and a fourth engagement fork 62 corresponding to fifth and sixth gears, according to a plurality of positions of the engagement finger 54, which will be described in more detail later. Here, "cooperate" means that the engagement finger 54 can engage with the control mechanisms of these engagement forks 56, 58, 60, and 62 so as to ultimately transmit the torque from the internal combustion engine 2.

[0041] As mentioned previously, in the case of a hybrid motor vehicle, propulsion can be provided by the internal combustion engine 2 and the manual gearbox 1, as well as by the electric motor. Such propulsion by the electric motor means that the torque of the internal combustion engine 2 is not transmitted to the vehicle's wheels. To this end, the engagement finger 54 is capable of assuming at least one position in which it does not cooperate with any of the engagement forks 56, 58, 60, 62; this position corresponds to the electric propulsion mode and is illustrated in the following diagrams. figures 2 And 3 .

[0042] It is thus understood that, in addition to selecting gears in the manual gearbox 1, the selector lever 50 allows, by moving the engagement finger 54, the choice between, on the one hand, the propulsion mode involving the internal combustion engine 2 and, on the other hand, the propulsion mode involving the electric motor. Thus, the gear selector 51 can control a selection device 53 for the vehicle's propulsion mode between the thermal propulsion mode using the internal combustion engine 2 connected to the manual gearbox 1 and the electric propulsion mode using the electric motor. Such a selection device 53 could, for example, correspond to an H-pattern gate; actuating the gear selector 51 within this H-pattern gate causes the engagement finger 54 to move within the manual gearbox 1. This selection device 53 will be described subsequently in relation to the figure 9 .

[0043] THE figures 2 And 3 They therefore illustrate a position of the engagement finger 54 configured to allow the electric propulsion of the hybrid motor vehicle. This position of the engagement finger 54 can be a first angular position 64 corresponding to a forward movement of the hybrid motor vehicle, or a second angular position 66 corresponding to a backward movement of the vehicle, by means of electric propulsion. It is thus understood that the first angular position 64 uses the electric motor to move the hybrid motor vehicle forward, while the second angular position 66 uses it to move the vehicle backward. Such angular positions 64 and 66 are more specifically illustrated schematically in the figure 4 , which shows a portion of the selection lever 50 in a cross-sectional view. In this figure, the engagement finger 54 is shown both in its first angular position 64 and in its second angular position 56, but it is understood that during the operation of the selection lever 50 the engagement finger 54 can only take one of these angular positions 64, 66 at a time.

[0044] The first angular position 64 and the second angular position 66 of the engagement finger 54 correspond to a lack of cooperation between this engagement finger 54 and any of the engagement forks 56, 58, 60, 62. When the engagement finger 54 is in either of these first angular position 64 or second angular position 66, the torque of the internal combustion engine 2 is therefore not transmitted to the wheels via the manual gearbox 1.

[0045] Conversely, the torque from the internal combustion engine 2 can be transmitted when the engagement finger 54 cooperates with one of the engagement forks 56, 58, 60, 62. The figure 5 illustrates the manual gearbox 1 with the engagement finger 54 cooperating with the first engagement fork 56, the figure 6 illustrating the engagement finger 54 cooperating with the second engagement fork 58, the figure 7 illustrating the engagement finger 54 cooperating with the third engagement fork 60 and the figure 8 illustrating the engagement finger 54 cooperating with the fourth engagement fork 62. The engagement finger 54 is thus in a third angular position 68 when it cooperates with the first engagement fork 56, in a fourth angular position 70 when it cooperates with the second engagement fork 58, in a fifth angular position 72 when it cooperates with the third engagement fork 60 and in a sixth angular position 74 when it cooperates with the fourth engagement fork 62.

[0046] When the engagement finger 54 is in the third angular position 68 as visible on the figure 5 , it therefore cooperates with the first engagement fork 56 to drive the tertiary shaft 36 in rotation around the pivot axis Z, this tertiary shaft 36 in turn driving the differential ring 44 in order to transmit the torque to the wheels of the hybrid motor vehicle by means of the torque distribution mechanism 48.

[0047] Similarly, when the engagement finger 54 is in one of the fourth, fifth or sixth angular positions 70, 72, 74, it cooperates respectively with the second engagement fork 58, the third engagement fork 60 or the fourth engagement fork 62 so as to drive in rotation the primary shaft 8 about the first pivot axis Y1 or the secondary shaft 10 about the second pivot axis Y2, which in turn drive the differential ring 44 in order to transmit the torque to the wheels of the hybrid motor vehicle.

[0048] According to the invention, to ensure that when the engagement finger 54 is in one of the angular positions 64 or 66 corresponding to the electric drive mode, the gears of the manual gearbox 1 cannot be engaged, the selector lever 50 includes a means preventing the selection of one of these gears when the engagement finger 54 is in the first angular position 64 or the second angular position 66. Such a means makes it possible, in particular, to secure the use of each of the hybrid vehicle's drive modes, relative to one another.

[0049] The means preventing the selection of one of the gears of the manual gearbox 1 when the engagement finger 54 is in the first angular position 64 or in the second angular position 66 can, for example, take the form of at least one angular sector 76, which corresponds to a substantially flat portion of a disk. This angular sector 76 is visible on the figures 2 à 8 and is carried by a rotating element 78. Such a rotating element 78 can, like the rotating support 52, perform a rotation around the axis of rotation X, but it differs from this rotating support 52 in that its translation along the axis of rotation X is blocked. According to the invention, the angular sector 76 is adapted to lock the engagement forks 56, 58, 60, 62 of the manual gearbox 1 by rotating around this axis of rotation X; that is, it can cooperate with them in place of the engagement finger 54 when the latter is in its first angular position 64 or in its second angular position 66. In other words, the angular sector 76 can, depending on the propulsion mode of the hybrid vehicle, lock or unlock the engagement forks 56, 58, 60, 62. A locking of these engagement forks 56, 58, 60, 62 of the manual gearbox 1 is particularly visible in figure 4 , corresponding to a neutral position of these forks.

[0050] A transition from the first angular position 64 of the engagement finger 54 to the second angular position 66 and vice versa is ensured by the translation of the rotating support 52 along the axis of rotation X. Furthermore, a transition from one to another of the angular positions 68, 70, 72, 74 of the engagement finger 54 corresponding to a gear change of the manual gearbox 1 is ensured by the rotation of the rotating support 52 around this axis of rotation X.

[0051] The position of the engagement finger 54 can be locked by a ball-and-socket system 80, particularly visible in figure 2 This balling system 80 includes balling ramps 82 which are carried by the rotating support 52, such balling ramps 82 being able to interact with a ball bearing 84 carried by the rotating element 78. Such interaction between these balling ramps 82 and this ball bearing 84 makes it possible to stabilize the rotating support 52, and thus to lock the engagement finger 54 in one of its positions.

[0052] The position of the engagement finger 54 can be detected by a position sensor 86. This position sensor 86 is configured to detect at least the first angular position 64 and the second angular position 66, which correspond to the electric drive mode, so that it can inform the hybrid vehicle and use the angular sector 76 to lock the engagement forks 56, 58, 60, and 62 accordingly. This position sensor 86 can also be configured to detect the engagement of a gear in the manual transmission 1, i.e., the interaction between the engagement finger 54 and any of the engagement forks 56, 58, 60, and 62, and inform the hybrid vehicle of the use of the internal combustion engine and the selected gear.It is thus understood that the position sensor 86 is configured to detect cooperation or lack of cooperation between the engagement finger 54 and an engagement fork 56, 58, 60, 62.

[0053] For this purpose, the rotating support 52 carries a magnetic track 88, the magnetic field of which can be detected by a sensor 90 of the position sensor 86. The position sensor 86 therefore comprises both the magnetic track 88 and the sensor 90, which can, for example, incorporate a non-contact sensor such as a Hall effect sensor.

[0054] Since the position sensor 86 must be able to detect several positions of the engagement finger 54, the magnetic track 88 does not have a uniform magnetic field over its entire surface. Each position of the engagement finger 54 is therefore associated with a different magnetic field strength. The detector 90 is thus able, based on the detected magnetic field strength, to determine the position of the engagement finger 54.

[0055] As mentioned previously, an actuation of the gear selector 51 within the selection device 53 shown in the figure 9 This results in a movement of the engagement finger 54 in the manual gearbox 1. The selection device 53 provides a first selection scheme 55 between the different speeds that correspond to the ratios of the manual gearbox 1 and a second selection scheme 57 between at least two modes of electric propulsion, the gear selector 51 being able to move within either of the selection schemes 55, 57. The first selection scheme 55 is dedicated to the thermal propulsion mode and is therefore connected to the manual gearbox 1; as such, it cooperates with the different ratios of this manual gearbox 1. The first selection scheme 55 comprises for this purpose seven positions, each corresponding to a ratio of the manual gearbox 1, including six positions 59, 61, 63, 65, 67, 69 for the forward speeds and one position 71 for the reverse speed 93.The first position 59, corresponding to a low speed 89, is located at a first end 73 of the first selection scheme 55 while the sixth position 69, corresponding to a high speed 91, is located at a second end 75 of the first selection scheme 55. The seventh position 71 which corresponds to the reverse speed 93 is located at the first end 73 of the first selection scheme 55.

[0056] The second selection scheme 57 is dedicated to the electric propulsion mode. This second selection scheme 57 is located next to the first selection scheme 55, near its second end 75, for example, laterally to the right of the first selection scheme 55. The second selection scheme 57 comprises two positions 77, 79, each corresponding to an electric propulsion mode, with an eighth position 77 for engaging a first electric propulsion mode and a ninth position 79 for engaging a second electric propulsion mode.

[0057] As seen at the figure 9 The distribution of positions 59, 61, 63, 65, 67, 69, 71, 77, 79 of the selection schemes 55, 57 is carried out with respect to a separation plane 81 which extends in the direction perpendicular to a principal direction of elongation A of the hybrid motor vehicle. The first position 59 of the first gear, the third position 63 of the third gear, the fifth position 67 of the fifth gear, the seventh position 71 of the reverse gear 93 and the ninth position 79 of the second electric propulsion mode are arranged on a first side 83 of the separation plane 81, while the second position 61 of the second gear, the fourth position 65 of the fourth gear, the sixth position 69 of the sixth gear and the eighth position 77 of the first electric propulsion mode are arranged on a second side 85 of the separation plane 81.It should be noted that the locations 71 and 79 of the reverse gear 93 and of the second electric propulsion mode corresponding to a movement towards the rear of the hybrid motor vehicle are arranged on the same side of the separation plane 81, here the first side 83.

[0058] Transitions from the first selection pattern 55 to the second selection pattern 57, and within the first selection pattern 55, are not free. This means that such transitions require user action on the selection device 53. This device includes a safety mechanism which, in its first position, prevents the gear selector 51 from moving from one selection pattern 55, 57 to the other, as well as from moving the gear selector 51 to the seventh reverse gear position 71 93. Conversely, in a second position of this safety mechanism, both of these movements are permitted. This safety mechanism could, for example, be a trigger 87, which is schematically represented in the diagram. figure 9This trigger 87 is shown at two locations, 87A and 87B, each corresponding to a position on the selection device 53 where the shift from first to second position is required to allow movement of the gear selector 51. Thus, a first location 87A of the trigger 87 is shown at the first end 73 of the first selection diagram 55 for shifting the gear selector 51 to the seventh position 71 of reverse gear 93, and a second location 87B of the trigger 87 is shown near the second end 75 of the first selection diagram 55 for shifting the gear selector 51 to the eighth and ninth positions 77, 79, corresponding to the two electric propulsion modes. It is understood, however, that this is only a schematic representation and that there is only one trigger 87 located on the gear selector 51.

[0059] However, the present invention cannot be limited to the means and configurations described and illustrated herein.

[0060] The invention relates to a hybrid motor vehicle and is defined by the following claims.

Claims

1. A hybrid vehicle, comprising an internal combustion engine (2) connected to a manual gearbox (1) and an electric motor, these motors (2) participating in the movement of the vehicle, wherein the manual gearbox (1) comprises a selection lever (50), the selection lever (50) comprising an engagement finger (54) for at least one gear of the manual gearbox (1), wherein the engagement finger (54) is positionable in: a first position (64) configured to allow electric propulsion of the vehicle, corresponding to forward movement of the vehicle; a second position (66) configured to allow electric propulsion of the vehicle, corresponding to rearward movement of the vehicle; and a plurality of other positions (68, 70, 72, 74) configured to control a speed of the manual gearbox (1), the selector lever (50) comprising means prohibits the engagement of a gear of the manual gearbox (1) when the engagement finger (54) is in the first position (64).

2. Hybrid vehicle according to the preceding claim, comprising at least one position sensor (86) of the engagement finger (54) configured to detect at least the first position (64) and inform the vehicle of the switch to electric propulsion.

3. Hybrid vehicle as claimed in any one of the preceding claims, comprising a rotary support (52) on which the engagement finger (54) is mounted.

4. Hybrid vehicle according to any one of the preceding claims, wherein the means prohibiting the engagement of a gear of the manual gearbox (1) when the engagement finger (54) is in the first position (64) takes the form of an angular sector (76), this angular sector (76) being adapted to lock a plurality of gear engagement forks (56, 58, 60, 62) arranged in the manual gearbox (1).

5. Hybrid vehicle as claimed in the preceding claim in combination with claim 2, wherein the position sensor (86) of the engagement finger (54) is configured to detect the second position (66) and inform the vehicle of the switch to electric propulsion.

6. Hybrid vehicle according to any one of the preceding claims in combination with claim 2, wherein the position sensor (86) of the engagement finger (54) is configured to detect the engaged gear of the manual gearbox (1) and to inform the vehicle of the use of the manual gearbox (1).

7. Hybrid vehicle according to any one of the preceding claims in combination with claim 2, wherein the position sensor (86) is a non-contact sensor.

8. Hybrid vehicle according to any one of the preceding claims in combination with claim 2 and 3, wherein the rotary support (52) carries a magnetic track (88), the position sensor (86) comprising a detector (90) of this magnetic track (88).

9. Hybrid vehicle according to any one of the preceding claims, wherein a detent ball mechanism (80) locks the first (64) and / or the second position (66) of the engagement finger (54).

10. Hybrid vehicle according to any one of the preceding claims, wherein the selection lever (50) is controlled by a device for selecting a propulsion mode of the vehicle from a propulsion mode by the internal combustion engine connected to the manual gearbox (1) and the electric propulsion mode, this propulsion mode selection device being configured to be controlled by at least one gear selector (51).