DE3137162A1 - VEHICLE DRIVE SYSTEM - Google Patents

Description

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PATENT LAWYERS Dr. rer. nat. DIETER LOUIS Dipl.-Phys. CLAUS PÖHLAU Dipl.-lnq. FRANZ LOHRENTZ Dipl.-Phys.WOLFGANG SEGETH

KESSLERPLATZ 1 8500 NUREMBERG

Sven ulof Kronogard

Karstorpsvägen 31

2 3 ΊΟΟ Loiniiia / Sweden

description

During the past few years, the Vehicle drive systems pay special attention to the Fuel efficiency while maintaining a high output, in order to meet the ever increasing demands of heavy traffic. At the same time With regard to environmental protection, a reduction in exhaust gas emissions was required. ICs can be expected to follow the rules and principles governing fuel economy that Exhaust gas purification and safety as well as reliability, the latter being the acceleration ability and a versatile Include convertibility, will still apply in the future get stricter and harder.

ORIGINAL

To the above conditions, which to some extent each other opposing to match becomes a complicated one Technology may be required. ICLu carburetor engine (Otto engine) among the piston engines is best suited to the primary requirements with regard to high work performance are low Weight and small volume as well as low manufacturing costs ^ u meet, but there are hi ex * difficulties To achieve a low fuel consumption - especially at partial load - which is of decisive importance especially when private cars are concerned. This is especially noteworthy when it comes to road safety, carrying capacity and versatility a relatively high maximum output power require.

It is a known fact that thermal efficiency increases as the compression ratio increases will. In contrast to the diesel engine, the Otto engine is supplied with a mixture of fuel and air, and this mixture has a tendency to uncontrolled and harmful ignition (so-called knocking) if the compression ratio is too high. This places tight limits on the maximum ratio in a gasoline engine. On the other hand, the output power is through a "throttle control" of the air inlet controlled what a low voluinetrischon efficiency and accordingly a reduced compression ratio, and thus also a nicdx-igerc Operating performance.

Instead of reducing the output of all cylinders, the aim should be to reduce the number of active cylinder and the cylinders that are still active to operate with high load.

The number of cylinders that work temporarily can thereby be reduced that one can agree locally on the fuel supply

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Cylinders shut off or that one with dom mechanism for valve control Influence. However, this requires a rather complicated control device, while friction losses, which are due to the piston reciprocating when idling cannot be avoided.

The aim of the present invention is to provide a subdivision of the Cylinders of the engine in parts or groups, depending on the requirements can be switched on and off. For example, Ks is mug Lieh to form a group that is roughly one third of the maximum power takes over, and a second group to form, which is able to about two thirds of the to take on maximum performance. This gives you the option of running the engine in three different power ranges operate, with high efficiency in all, which is based on the fact that one is relying on a small throttle control jin can support any area and thus a high compression ratio in the cylinders currently in operation.

The improved fuel utilization during part load will increase primarily reflected in a reduction in the volume of exhaust gas, and in that the combustion in the cylinders approximately at dom compression ratio for which the engine is designed, takes place, the content of harmful and dangerous Kinissi onsprodiikteii on low, regulated values content.

A Fahrzcug drive system according to the invention has several Cylinders that vary in number and / or with different Output power in two groups - a basic part and an additional part - are arranged, which parts Ln a certain way, i.e., individually with a common Output shaft are to be connected, with a controlling monitoring or control device is provided through which the

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cine dor both parts or both parts are to be operated according to the needs of the respective Ilolastuiissziis country of the plant. According to the invention, such a system is characterized in that the base load part and the additional part are connected to one another by at least one secondary working foot.

The base load part can be borrowed for this: -se Ln, the front wheels to drive the vehicle, while the /,usat/.teil best rubbish is on the differential connected to the rear wheels of the vehicle to work. Here, a branch line is used to supply heat from the exhaust line of the base load part to the Cylinders of the Zu, '; a tztc i 1 s. The additional part is preferred and the DLf f ereu.i (al a common Schin i.erin i t tel ays tei; i.

The monitoring or control device can be a small computer have, of a number, of hand-operated Input gliders is to be operated, whereby the iCiiigabeglicder et al. a selector containing a switch for the determination of the drive to be operated in the first place and another switching gate for the determination of a power or Has economy operation.

The base load part can be a piston engine, the additional part can be a gas turbine, with the exhaust pipe coming from the piston engine to be connected to the combustion chamber of the gas turbine. Air for charging the all-in-one machine is preferably from Compressor of the gas turbine withdrawn. DLe the charge air from Gas turbine compressor to the internal combustion engine via branch lines Leading line is advantageous in one line connected between the compressor and the combustion chamber as well as at least one point between the kin- and outlet of the compressor; a valve regulated by a pressure-responsive control element can be used to set the appropriate Select branch line.

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Dor Grundlas I- ιιικί the Zusatx.lcil küniuMi both as piston engines be formed parallel to each other in one common engine block are housed.

The Cii-undlas t- soie dor zu.sat / .teil kiiiuieu forehead to forehead arranged be with their crankshafts aligned with each other, and they can be individually connected to an intermediate transmission engine be connected. This engine then preferably contains a continuously variable belt transmission, which is connected to a planetary gear with reversing stage, the axes of which are parallel to the crankshafts of the drive machine parts. The base load and additional part can each be connected to a common belt transmission with the help of a selector coupling. One of the drive parts can be via a torque converter, an idler wheel and a chain transmission to a collective component at the entrance be coupled to the planetary gear, while the other An-Lriebstoll to the Sammolbautoi.l with the help of the liiemeiiübortung is to be connected.

The integral component can be designed as a shaft or contain one which is connected to the sun gear of the planetary gear and can be actuated by the transmission, or the shaft can be connected to the transmission via lockable idle wheel clutches. On the one triebstcil working, may be on the Itletueiiübertragung to a flywheel lincz-giespeichcr to couple, wherein a selector clutch between the drive member and the input to the HCM memory or the liiemenübertragung is provided.

The lirfimlimgsgegeiistand is based on in the drawings illustrated exemplary embodiments explained. Show it:

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Fig. 1 shows in what way a conventional iclic 6-cylinder internal combustion engine according to the invention can be divided and set up;

Fig. 2 for a drive system a Drolizahld iai '; rannn of the motor in relation to the speed of the vehicle;

3 shows a diagram of changes in the torque of a system according to the invention in relation to vehicle speed;

¹ i shows a first embodiment of a system according to the invention, the base load part and the additional part having a common cooling system;

Fig. 5 shows a fuel Ucgelmochan.i sniu.s for a system according to Fig. ^! k ;

6 shows a second embodiment of an installation according to FIG Invention;

7 shows the Bi'Oiinstoff-Rcgolniechanisinus for a plant Fig. 6;

Fig. C shows a further embodiment according to the invention, wherein the additional part on the differential of the Fahrzcug-IIintcrachse is mounted;

FIG. 9 shows a modified version of FIG. 8 on an enlarged scale System;

10, 11 and 12 details of the transmission arrangements between the base load and the additional part in a Plant according to FIG. 6;

13 shows an end view of a drive machine with balancing shafts;

FIG. 1h shows a drive machine with 2-cylinder motors according to FIG. 13, which are arranged end to end;

15 shows the same system as FIG. 1'i, but with supercharged Motors are connected to one another in a way that is somewhat different from the last figure;

Fig. 16 to 20 different drive systems, with at least one of the An Iriebsiuaschi new as Drchko.1 Iien-Motor (Wankol type) is formed;

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Fig. 21 and LiLi vorscliiodeiic arrangements of li-cylinder engines;

23 shows a start o with a 2-cylinder boxor engine; Kig. li'i and Li5 different arrangements of V-Motorcii; 26 and 27 examples of the door showing the different installation of motors according to FIG. 2 odor Li ¹ ; on a vehicle front axle;

Fig. 2 (1 an to triobsanlagc, the additional part of which is a Stirling engine is formed;

Fig. 29 and 30 oi.no Antrlobsanlage, the additional part of which is from a Gas turbine is formed;

31 shows a control system for a drive system according to the invention.

In the upper part of FIG. 1, a conventional 6-cylinder internal combustion engine 10 is shown with an associated engine 12 connected to a vehicle axle 11, for example a front axle, with a transmission 13 with a reversing stage and with a torque converter I ¹ L. The machine is designed for peak performance, but it is rarely used. At partial load, all cylinders work with low fuel efficiency.

Hs from * the. already made suggestions to specific cylinders during partial load operation either by interruption the fuel supply or by influencing the valve control switch off. However, such arrangements are complicated and raise problems in terms of drive and driving safety. Frictional losses and wear in the none Power-delivering cylinders must also be considered to be pulled.

In the lower part of Fig. 1, the subject matter of the invention is schematic indicated, according to which the well-known 6-cylinder engine in a part 15 with four cylinders (main or base load part)

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and a part l6 with two cylinders (additional part) divided has been and both parts are to be connected to the basically unchanged transmission engine 12 via couplings. The torque converter 1'i preferably remains with the base load part 15 · Various combinations of basic part, additional part and transmission drive mechanism are derived from the following Description and the associated figures can be seen, and it is clear that the number of cylinders in the various engine parts can be varied. Often, however, it is an advantage, a higher output power for one of the parts to be determined, which can be achieved by a larger number of cylinders and / or by over-compression.

Fig. 2 shows changes in the speed η in the Drive machine parts 15, 16 in relation to the vehicle speed V. It is assumed that the drive part 15 is equipped with a torque converter and that an additional one mechanical gear with a ratio of 2: 1 in relation to the highest change stage is available.

During normal operation, the number of revolutions is of course the same for both drive machine parts (n _r = η ς) , but only the base load part 15 works during partial load operation. Its speed will then change according to the upper solid curve 17. The idle threat number n. Is indicated by a dashed line.

The * additional part IG can be switched off completely; However, if it is to be expected to switch on and off quickly, then it can be advantageous to keep the additional part at idle speed. As will be described in prebinding with Fig. 7, the additional part can be set so that its idle speed n _'(fluctuates and to increase the speed of the Grundlasttcils slightly lifts in a ratio.

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According to the lower solid curve Ii) in FIG. 2, the increases Idle speed to the switch-on point and is reduced when this is reached, whereupon it increases again begins.

Suddenly switching on the additional part will not result in such a large momentary increase in speed, as would be the case if the additional part remained at the level of the normal idle speed n.

Fig. 3 shows changes in output torque U behind the transmission at different vehicle speeds. For the sake of simplicity, the same alternation ratios of 2: 1 and 1: 1 as assumed in FIG. 2 are used. For better differentiation, the base load part is marked with Ml, the additional part with M2. If Ml is designed for the double output of M2, the system can be operated on three power levels, which are increased by the same increases, namely: M2 -.-. 1/3; Ml = 2/3; Ml + MU = 3 / 3-

On a somewhat larger scale and more precisely, FIG. K shows a drive system according to FIG. 1, which is set up to drive a vehicle front axle.

The ίΐιιΐ the output power related needs can relatively quickly, suddenly change on some occasions, and it would mean a delay or in some cases even stalling, the plant when the need suddenly arises for a connection of the auxiliary part.

Depending on the vehicle type, the regulation or control system can be in which the system is to be used, and depending on how it is intended, the two parts are closed operate differently to get the best results.

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A simple one. Arrangement is called the 'i-cylinder part Base load part is used, and the 2-cylinder part lG is only used when a high output power is required will. Switching on and regulating the additional part can then by a so-called kick-down arrangement around the accelerator pedal will.

For an extremely economical operation, the additional part 1.6 for driving on level ground and / or with low loads be used. In order to cover an increased performance requirement, the base load part 15 is used (alone), and the additional part l6 is finally switched on when the peak power is needed. During a long journey it may be necessary to change the drive machine parts several Times to turn on and off.

To the occasionally switched off drive machine part for having a quick hook-up ready turns it into a "Preparatory state" added, primarily through the cooling system temο of the two parts that are connected to each other are. The outlet for the cooling water from part 15 is connected to the cooling water inlet dos part 16 by means of a line 120. The cooling water pump 121 of the additional part 1G is via line 22 to a cooler 23 and this is in turn via the line 12'i with the cooling water pump 125 dos drive part 15 connected.

The cooler 23 is equipped with a conventional blower or fan 26 which, in the case of a simple system, can be driven directly by the base load part 15. If the vehicle is driven solely by the additional part 16, the cooling effect of the cooler 23 plus the larger base load part will be sufficient in most cases, even without the fan being operated. Alternatively, this fan 26 can also be driven by an electric motor 27 which is controlled by a thermostat attached to the cooling water outlet 2h

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is controlled. On this Uci.se kanu e Lu Antriebsmaschincn "-toil, which is temporarily switched off, kept warm and ready for immediate operation.

The base load part 15 can be provided with a starter motor «A, while the addition part 16 with the help of the transmission drive 12 is started, which of course is exhausted with clutches, so that the Antriobsinascbin.cntcilc can be switched on and off as desired. The starter motor and a Stroinerzeugor'küiincn alternatively from Engine 112 are driven. A flywheel is not necessary, its function is controlled by the clutch on the base load part adopted, and this coupling is preferably of the multi-lamellar type,

The additional part 16 is preferably designed so that it has a low inertia, which is achieved by manufacturing the piston and connecting rods made of ceramic, light metal or composite material can be achieved.

In order to further increase the AinKissuiigs- or usability for a quick connection, the lubrication system of the two drive machine components can be connected, which is indicated by the dashed lines in Fig. ^! t connecting line 28 is indicated.

5 shows schematically a control arrangement on the fuel supply system of the plant, it being assumed that each drive part 15, 16 is equipped with a complete fuel injection device 30 and 31, respectively. The accelerator pedal 32 of the vehicle actuates a resistor 5 ^ι ί via a suitably designed lever linkage 33, which determines the amount of fuel supplied and also the point at which the additional part 16 is switched on.

ORIGINAL INSPECTED COPY

An alternative, where the drundia.s L to i 1. 1 ^r > and the Zu.-ji (. /.- toil l6 are arranged next to one another and connected in one engine 112, is shown in FIG. 6 . This arrangement is suitable for an attachment in the front part of a! '". Ilirzcujs, whereby a cardan shaft is connected to a rear drive axle connected as in the system of Figure ¹ I;. nezugsznhü same en designate corresponding components.

The Gruudlasttoil 11 has an ignition system 'll, the additional part 16 has an ignition system ^! t2. The drive systems are suitable for fuel injection into their intake pipes, the base load part having the fuel injection system kj> and the additional part having the fuel injection system hh . For the injection systems, actuators Ί5 or Ί6 are provided, which, as mentioned above, can be monitored or controlled for different \ rtcn, so that each of the drive parts can be operated alone or both together, li a suitable actuation device;!; whorl in context ^[

described with FIG. 7.

The base load part 15 can be advantageous with one of j

an exhaust gas turbine powered charger Ί7 be designed. J

A branch line ItI) from the compressor (charger) is via a ι

Valve ky connected to the suction pipe 50 of the additional part. j This suction pipe is equipped with an under normal conditions |

effective check valve 51 is provided. During the start-up i period, the additional part can be loaded with pressurized loading

air, which facilitates the start-up process. Kt; it is self-damagingly possible to remove the exhaust gases from the accessory part i

to lead through the exhaust gas turbine, which is especially for those Fäl- ι le is suitable if the additional part is intended only to have been used at peak load.

ORIGINAL INSPECTED

In FIG. 7, the accelerator pedal 52 of the vehicle is connected via a lever linkage 53 to a control or cam disk 5k for actuation thereof. The control disk 5 ^ι ί has two control or cam surfaces 55 ι 56, which are approximately opposite one another. A handlebar 57 transmits movements to the fuel system of the base load part 15, another handlebar 58 transmits movements to the fuel system of the additional part.

Inside a ;; first Wiiikclboroichs 59 becomes the rod 57 actuated to a greater extent, while the stiuigc 5 '< remains unactuated. Be within a mean angular range 60 both handlebars can be operated to a greater extent, and in a Lind-Wiiikolbereich 6l the handlebar 57 remains unconfirmed, while the rod 58 continues to be displaced.

The output power of the base load part I5 has increased at the transition between the areas 59 and 60 increased sufficiently to justify the connection of the additional part, and on The base load section has a transition between the areas 60 and 6l reaches its full output power.

The control surface 56 can be embodied in this way within the region 59 be that the change in the leak speed of the attachment shown in Fig. 2 is obtained.

In the embodiment according to FIG. 8, the base load part 70 and the attachment 71 physically separated from each other. Of the The base load part is a water-cooled 3-cylinder piston engine formed, which drives the front axle 72 of a vehicle via an engine. The additional part 71 is an air-cooled one 2-cylinder engine such as that used in motorcycles Type, and for üiucii Autr.Lrb on the differential 73 the rear axle set up. The additional part has one with the

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Differential common Schmj crsys system and is used for a quick connection due to the circulating lubricant warmed up.

Furthermore, a control system for the drive system is shown very schematically in Fig. 8, which contains a Klcinstreclincr 7't. This "receives input signals from an ignition switch 75, a gear selector 76 (forward, reverse, park) and an accelerator pedal 77.

A starter motor 78 of the base load part 70 receives signals via a conductor 79. Gear change pulses are fed to a gearbox PiO via an additional oil conductor. There are also a fuel tank 82 with a filter and the Bronns tof f supply system 83 for the two parts 70, 71 , to which the necessary signals are transmitted via a conductor o'i.

The additional part 71 can be started by a clutch o5, which connects its crankshaft to the differential 73 as a function of signals transmitted via a conductor 86. The additional part can be designed in different ways, depending on the load requirements, and ex- can of course be equipped with its own starter motor, so that it is possible to drive with the additional part alone at times.

The small dryer 7 ¹ I continuously receives input signals from the drive system, for example the vehicle speed related signals via the conductor 87 and the speed of the base load toils related signals via the conductor 88. The cooling water temperature is over the conductor 89, the conditions in the exhaust pipe are through a conductor 90 transmitted.

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ΟΙΟ / IUi.

The embodiment shown and described in the DLo is intended only explain the basic functions; the arrangement can be modified in many ways and added to with additional functions will.

9 shows a modified one on a somewhat larger scale Arrangement of the additional part on the rear axle. Here, too, the additional part consists of an air-cooled 2-cylinder engine 71a, but in this case the cylinders are directed parallel to the rear axle 91. The additional part is with the differential 73 to be connected via a coupling 85 of your choice.

IC in c Oil pump 92 draws oil from the housing 93 clos differential and pumps it into the motor 71 ^a ii ⁿ where it is distributed in the usual way, and then it flows back to the differential housing 93 «

After a certain driving time, the oil in the differential will reach a temperature that holds the additional part ready for starting. In order to increase this inability to start, it is possible to take precautions for heating by the exhaust gases from the base load part 70. Part of the exhaust pipe 9 ^; i, preferably the exhaust pot, is enclosed by a pre-clothing 95 which is open at its front end. The fairing continues in a branched conduit 96 which extends to the cooling fins 97 of the engine cylinders. Throttle valves 98 are provided in the branches of the line 96, immediately in front of the cooling fins. When the attachment is out of service, the valves 9 ″ are closed and the air that is forced through the cover 95 is heated by contact with the exhaust pipe 9'i and horumgeloitct through the branches of the pipe 96 around the cooling fins 97. At When the valves 9ö are opened, unheated ambient air reaches the cooling fins directly.

The air inlet or the exhaust axis on the additional part are not shown; Exhaust gas can be fed to the exhaust line O ¹ I or to its own muffler.

10, 11 and 12 show different arrangements for the transmission engine between the drive machine parts, as shown in Fig. 'i, i.e. when the engine lies between the two parts.

The base load part 100 can be a 3-cylinder engine, the additional part 101 can be a 2-cylinder CR engine. Operable according to WaIiI Couplings 102 connect the drive unit parts to one continuously variable Hiemen transmission 103, which is a multi-stage Drive planetary gear, which has a reverse stage and is connected to a differential 105, which drives the front axle 106 of the vehicle.

The ricin transfer 103 is only shown schematically and is of known construction, with a bevel gear in each Uadpaar by built-in hydraulic servo motors, which are automatic can be controlled, can be actuated.

The planetary gear 10'l has mounted on a carrier 107a graduated Plaxiotcn wheels 107 with helical teeth on, who work with two companies and two architects. One of the sun gears is from the Ricr.icn transmission 103 driven, the other carries the housing of a multi-disc clutch! Oil, the discs of which are attached to the tarpaulin wheel carrier 107a are »There are three brakes, namely the brake 109 on the clutch housing and one brake 109b and one each 109c on each of the ring gears.

Applying the brake 109c leads to a low gear stage, applying the "brake Io9a leads to an intermediate

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gendoii gear stage and a grip of the clutch 103 leads to a direct transmission. Driving backwards takes place by applying the brake 1OQb.

The drive unit can be stored in a flywheel replaced or enlarged, or any other device for storing Orgy of brakes or an occasional excess of energy are provided.

11 shows a further developed transmission arrangement, it can be clearly seen that the number of gear steps in the Planelcngetricbo can be reduced if the alternating ratio of transmission is high. It The same reference numerals are used as in Fig. 11 where applicable.

The base load part 100 is with the help of a multi-plate clutch 110 and a Drehiuoincntwandlers 111 to a chain transmission 112 connected. Torque converter 111 is carried by idler 113 that clutch 110 can connect the engine crankshaft directly to the drive wheel of the chain transmission.

The additional part 101 can be connected to the variable via a coupling 102 Iticmen transfer ll'i be coupled to that is set up to work on the same shaft 115 as the Kottenübcrtragung 112. The Ri omcnübbertragung 114 is with a lockable Leorlaufrad Il6a provided, the same the chain transmission 112 is connected to the collecting shaft 115 by a lockable Lenrlciufrad llGb.

The saminol shaft 115 drives a tarpaulin drive 117 with the aid dessoujSonncnrades at. This gear 117 has a multi-plate clutch Hu for a direct connection and with a

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Provide brake 119 to induce reversing. The Ifingrad 120 des Planctcngotr.i cbes i.st an ei.no in a
Transmission drive door 121 connected to the entering shaft.
The output shaft of the engine 121 works via two in
Meshing gears 122 on differential 105

A flywheel 123 is in a housing 12'i oiugcschlo; sen is, in which a vacuum is maintained, is to be connected to an output shaft of the clutch 102 on the additional toilet 101 via a lockable idler clutch 125. The additional part 101 can temporarily work to drive the flywheel accumulator, but braking energy can also be supplied to it from the base load part via the belt transmission 11'i and the idle wheels. The stored energy can work on its own
to the vehicle's drive axle when additional power is required.

In the embodiment according to FIG. 12, the base load and the additional door 100 and 101 are to be connected individually to an infinitely variable belt transmission 10 3 by means of arrestable idle wheel clutches 102. An I30 planetary gearbox from
of the same type described in connection with FIG. 10 drives the drive shaft IO6 through a differential 105. The
Components of the planetary gear have the same reference numerals as were used in FIG.

There is a starter motor I3I for the system, an oil pump
132 for the various transmission triobwErlco and other common auxiliary units 135 available. A drive shaft 13'i to the auxiliary units 133 is connected via a Lcerlaufrad 135 with a housing 136, which is on a part of the
IJbortragungsgetricbes from the starter motor 13I forming gear 137 is attached. The oil pump 132 is of a
Gear 13O in this transmission augetrioben and another

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Gear 139 is on one of the two hitch be en 102nd common Housing l'iO attached.

A second idler wheel ΐΛΐ, which with the help of a shaft 1Ί2 as well as a «gear 1Λ3« -las Difforential 105 drives, is inserted in the housing I36 in the auxiliary unit 133.

Thus /, wci j> parallel transmission paths between the crankshafts the engine drive parts and the vehicle axle are present, and it is evident that it is possible to start one of the two drive parts 100 or 101 via the common clutch housing l'iO, and that also the oil pump 132 is put into operation as soon as one of the drive parts is started. The auxiliary units are also over operate idlers 135 and ΐΛΐ independently of which of the drive parts is currently running.

The fi ;. ';. 13 and l '± schematically show an arrangement where both the base load part and the additional part as 2-cylinder engines I50 are trained. Ks is difficult to get a round one Get running from 2 cylinder engines, and such are often equipped with shafts 151 extending from the crankshaft be driven and carry counterweights. The arrangement is well known and need not be explained in detail to become «A coupling 152 (Fig. l'i) makes it possible the basic load part 150a alone or together with the additional part I50I). The base load part is with an in its cylinder cover fitted loader 153. A transmission triebwerk 15 * 1 of the same design as it was described for Fig. 12 contains a starter motor as well as devices for driving the auxiliary units. A torque converter 155 and a transmission 156 are only sda oma table indicated.

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An arrangement according to FIG. 11 on a somewhat larger scale FIG. 15 shows the same decimal numbers being used. The additional part 15öt> can of course also be provided with a loader 153b (indicated by dashed lines). Both Loaders can have bypass channels, so that they can be used according to V.'un:; eh can be switched on and off.

The torque converter 155 is a direct drive Allowing multi-plate clutch 157 provided. The transmission is of the planetary type and has clutch plates 15B, 15 ^ a Door forwards or backwards travel as well as with band brakes 1591 159a and 159b equipped for slow and medium speed and for reversing.

The oil pans of the two machine drive parts are connected to the oil sump of the torque converter and transmission through lines connected, so that the drive part, which is occasionally at rest because the circulating lubricant can be kept in the state for a quick start.

Rotary piston engines, e.g. of the Wankel type, are for combined Arrangements according to the invention are well suited. 16 and 17 show arrangements with such motors. To Fig. 16 shows a 12-rotor unit 160 as a base load part and a 1-rotor unit as an additional ticket. used, where the shafts of the two parts are aligned and the Additional toilet on the base load section with the help of a coupling l6li can be coupled. There are oiri torque converters IG3 as well as a gear lG'jt available.

According to FIG. 17, the 2-rotor unit is 160a and the 1-rotor unit 1.6.1a on opposite sides of a transferring striob-works I65, the one with a gearbox 166 and a Differential I67 is attached. The additional toilet 16la is switched on and off via a clutch 162.

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Dor torque converter I63 can give away with a clutch so that the base load part is switched off and the vehicle alone, can be driven by the additional part.

FIGS. 11 and 19 show the rotor system and a cross section, respectively by an engine of the Wankel type.

The rotor I68 of such a motor basically has a triangular shape and works on one attached to the drive shaft ^ which can easily be formed as a hollow part Eccentric IG9. In Fig. Lö the Uo Loren are lG'Yes, lG8b yours Base load part, the rotor l68c assigned to the additional part.

On the drive shaft I70 there are cooperating lCxzonterschcibon. 169a, 169b. An extension the drive shaft I70 runs through a hollow shaft 172, the the extent or disk lf> 9c in the additional part lGl carries and ends in a multi-plate clutch 173, which is surrounded by a housing 17 '± is connected to the ml L of the eccentric disk lGyc daa additional part is.

Fig. 20 shows a modified embodiment, wherein the base load part is a 5-cylinder piston engine 175, the others Components, however, correspond to those of Fig. 1G, i.e. the additional part is a rotary piston engine.

The number of liotorou in the base load and in the additional part is of course, to be selected with regard to the required output power.

In Fig. 21 an arrangement for a twin engine is shown, wherein a base load part 180 and an additional part I8I each have two cylinders and a common engine block, which can be produced, for example, by die casting can be integrated. The cooling and lubrication systems are

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both engines in common. One in a housing li> 2 one Coupling 1 (53) housed in the transmission knitwear is used for optional activation and deactivation of the accessory part · The arrangement is with a torque converter 1'i'l as well as a gearbox Mistake.

By accommodating the base load and i c dos additional parts in A common engine block will be machining and the assembly is considerably simplified, i.e. the time required for this is reduced. The housing for the transmission engine can be formed in one piece with the engine block, which further reduces the processing costs.

Even if two machine drive systems are in the same engine block their cylinders do not necessarily have to be lie in parallel vertical planes, as a V-arrangement can sometimes be advantageous.

In the system shown in FIG. 21, the additional part I8I is equipped with a charger I86 and is therefore the more powerful unit. The two machine actuators have the same basic dimensions, but the use of ceramic materials in the cylinder clasps and pistons enables the additional part to withstand a high thermal load. The base load portion can operate alone when a low output power is required and will not be subjected to excessive or undue wear and tear. The accessory is mostly used for short distances or periods of time and its peak output is seldom required. When charging with 50 '; 6, each of the drive unit parts kO ^p / ₀ will normally take over the peak load, the remaining 20% are obtained by occasional or temporary charging of the additional part. At a charge of 100% is obtained an increase in output in three stages of the same G _r Oesse, as eingangs'crläutcrt.

ORIGINAL

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A modification of the arrangement of FIG. 1 is shown in FIG. The base load part 190 and also the additional part 191 are designed as 2-cylinder engines, the base load part is equipped with a loader 192. Alternatively an uncharged 3-2ylidor engine (indicated by dashed lines) can be used, however 2-cylinder engines offer certain advantages from the production point of view. The arrangement shown are a Torque converter 193 ι a transmission drive 19't, -oin Gearbox 195 and a differential I96 available.

Fig. 23 shows a lower wall Lung, where the main part 200 and the additional part 201 made of 2-cylinder boxer engines exist on opposite sides of a transmission engine 202, which is connected via a gearbox 203 a differential 204 is connected, are arranged. Such a system requires only a small installation height and is suitable for buses and certain types of trucks Advantage.

In the arrangements according to FIGS. 2k and 25, V-engines are used which are set up for a Vordex axle drive of the vehicle. In Fig. 24, the base load part 210 is a Λ-cylinder engine, while the additional part 211 is a 2-cylinder engine. Both parts are arranged on opposite sides of a transmission engine 212, for example a variable transmission, to which they are to be connected by couplings (not shown). The drive unit 212 is connected to a differential 213 via a GotJiebe 213, from which the front axle 215 extends.

In the form of Fig. 25 there are two identical ones 2-cylinder engines 210a, 211 are used, for example from the BaUcirt used in motorcycles. The two Ma-iichinoiiivntrlcbs parts are individually by means of in-line transfers

212α, 212b with dom gear 213 to pre-bind. The Grundlaatt.oil 210a is equipped with a loader 210b.

26 and 27 show the ease with which the latter drive systems in the. under an engine cover of different power vehicle on existing Space can be built in by simply constructing the housing for the transmission engine

The V-engine of Fig. 26 can possibly be used as a boxer engine, i.e. with a V-angle of 10 ° a niedxrgo height to the result hai

i.e. with a V-angle of 10, what

In many cases it is possible to obtain notable benefits by using a Stirling engine as a base load or as an additional part to reach. The arrangement of the burner of a Stirling engine often requires an overall height that makes it difficult makes to accommodate the engine in dom in an ordinary vehicle available space. Furthermore, a considerable cooling system required.

When allocating a share of the peak load, e.g. 30% - 50%, on the Stirling engine it is possible to reduce the dimensions of this part so that it can be installed in a light oil vehicle is. "A Stirling engine requires a radiator, which is 2 - 2.5 times as large as that of an internal combustion engine with the same output power; however, since the engine block of an associated piston engine is used as a heat sink cooling needs a combined system not to be more than 20% - 30% larger than that for a comparable one Internal combustion engine required cooler.

The exhaust gases from the internal combustion engine can be fed to the burner of the Stirling engine are supplied, in the HC and CO Iiniissioncn to be burned.

BATH ORIGINAL

FIG. 2o shows a Fahrzoug drive system of basically the same type as it is in connection with Kig. 't has been described, but the base load part 220 is a 3-cylinder Stirling engine which is connected to a transfer engine 221 via a torque converter 222. The accessory 223 is a 3-cylinder Brcmiki-Af tmaschine, for example an Otto engine, which is to be coupled to the engine 221 via a (not shown) coupling. A cooler 224 is slightly larger than would be necessary for an internal combustion engine of the same power, and it is provided with two fans or blowers 225, 226 driven by electric motors, whereby the electric motors can be switched on individually or together, depending on the requirements. The cooling water is fed via lines 227, 228, 229. The exhaust gas collection pipe 230 can be connected to the burner (not shown) of the Stirling engine, but there is of course a bypass line so that the exhaust gases can be fed directly to a muffler if the Stirling engine is temporarily out of operation. The low pollutant levels of the Stirling engine make it suitable as a base load part in systems that are intended for use in taxis and gcxvisson transport vehicles, which are operated for a considerable part of the total travel time in idle or at part load. For towing vehicles for travel trailers or caravans as well as for certain types of buses, the additional part can preferably be a Stirling engine, and this part is then designed in such a way that it drives the power generator for supplying air conditioning, heating and other supply systems, when the vehicle is held stationary. The low noise level of the Stirling engine means <! Liieii advantage.

SAD ORiGINAL

A very compact unit with low weight and A limited cooling floor is obtained when the additional part is formed by a gas turbine, which is about a Covers third of the maximum output power. The system can be started, even at very low ambient temperatures, be accomplished with the help of the gas turbine. The exhaust gases of the pulp engine base load part can during the simultaneous operation of the two parts of the combustion chamber of the gas turbine are supplied, resulting in perfect combustion ensures. A gas turbine has only a low content of pollutants in its exhaust gases, so that ultimately the escaping Exhaust gas will be pretty clean.

Fig. 29 shows an ^{arrangement similar to Fig. Ι} ί , but the 2-cylinder Drennkraf tniaschj nc 2Ί0 form the base load part and the gas turbine 231 the additional part. The gas turbine can have two or three shafts with a good internal gear ratio (2: 1 to 5 '· l), with a continuously variable transmission engine only being required on the base load part. Since the transmission engine does not have to transmit the entire output power, it can be designed easily and inexpensively.

The transmission engine to the gearbox and to the differential on the drive axle of the vehicle is in a housing 233 housed, which carries the base load and the additional part, both of which are small, lightweight units. The housing 233 can therefore be cast from a light metal alloy, which ensures a low overall weight. The cooler 23'l the system only needs about two thirds of the power of one Cooler of an internal combustion engine with the same peak output power to provide.

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One common for the gas turbine and the internal combustion engine Kilter 235, a heat exchanger 236 for the gas turbine and their Drcimkrammer 237 are further parts of the system.

The air intake pipe of the internal combustion engine is via the line 23ft attached to filter 235, but it can also be attached to be connected to the compressor of the gas turbine to supply supercharged air, as will be explained in connection with FIG. The exhaust pipe 239 of the internal combustion engine may be connected to the combustion chamber 237 of the gas turbine; However, if this is out of order, then the exhaust gases can via a bypass line 2'iO a (not shown) muffler are fed.

Some of the air passing through the compressor of the gas turbine can be branched off and used to charge the internal combustion engine been.

This is shown in I ¹ Mg. 3 ^ Scheme Lisch. The system has a compressor 2dl for the gas turbine. The air line 2 ^! k2 leads to the schematically indicated heat exchanger located upstream of the combustion chamber. A line 23B leads from the air filter 235 to the racing machine 2 ^liters .

Charging air can be supplied to the internal combustion engine via line 243, the flow path being determined by a 3-way valve 2 ^l l ^l l .

When the gas turbine with a relatively low compression (2: 1 to 2.5: 1) works, charging air can be drawn off from line 2d2. With a more normal compaction Ct: 1 to 5: 1) the charge air pressure would be too high, than that it would be suitable for the internal combustion engine; it will instead, air is discharged through a branch line 2 ^ 9, the one with the compressor nozzle on a matching tunnel

BATH

Lsi passed between its inward and outward direction. As another The advantage is achieved in that the boundary layer is detached and the efficiency of the compressor is increased.

The manner of the LuPtabrührcns v / i.rd by a solenoid valve 2 ^l l5 is determined by a pressure-responsive switch 2'l6 or another monitoring device; Of course, it is possible to lead two parallel air ducts to different locations in the compressor housing.

Pur a rational use of a power plant of the described Bauart i'i i t a base load and an additional capacity, the can be operated individually or jointly as required, it is advantageous to have a control system available have, to a large extent, a selection of functions automatically and dex ~ processes meet.

The starter motor is preferably chosen so that it can operate the smaller (additional) part. Particularly at a low ambient temperature, it is advantageous if the starter motor is able to put the base load control into a preparatory state with the aid of the cooling and protection system before it is started. The unwanted exhaust gas emissions resulting from a cold start are thus eliminated, and there is also a reduction in fuel consumption needs to be cranked.

A control system is shown schematically in FIG. The drive system corresponds approximately to that of FIG. ^L i and contains a basic load part 1! 3 and an additional part 16, which drive the vehicle axle via a transmission drive unit 12 and a transmission 13. Ks are a cooler 23, one the

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Cooling system connecting line 20 and a helical middle line 2u available.

The intake pipes 250, 251 of the drive machine parts are each provided with a throttle link.d 2 ^ 2.2 ¹ O. With a Bronns toffbohäl L er 25't alulion the fuel pumps Ii 5 5, 2 ^ 6 for iodes of the antri cbsrnasch incntcilc 1 ~> or 16 in connection. On each intake pipe, pulp injection devices are provided, which are subject to the influence of injection regulators 257, "5". The exhaust pipe is equipped with a muffler fj'J, dor for oino kataly Ii .see cleaning the exhaust oingerj cli tti ti ;; t, connected. A starter motor 260 is incorporated into the system.

The anti-friction system is controlled by a small computer 261, to which a display board 262 is assigned, which in a per se known way, the selected operating functions are visible power.

The computer 261 can manually determine certain input signals from an ignition switch 263, a gear selector lever 264, the positions forward, reverse, neutral and in the usual way Has parking, as well as of. a switch set 265 received. !, «Lztoi'cm there is a switch 266 that determines which of the Au triebsmaschi.nteilec should start up first, and a switch 267 for the selection of power drive Γ or economy drive Assigned to K. Further, there are an accelerator pedal (T) 268 and a Brake pedal (B) 269 present.

The computer 261 is programmed in such a way that one is able to Both drives are in line with a single accelerator pedal control, and ei · determines the activation and deactivation of these Parts. A bromine effect can send a signal to the computer be fed, which causes him to one or more of the

BATH ORIGINAL

- 33 -

Lcorlaufrädor to lock in the system to a motor purge to obtain.

Output signals to the starter motor 26ü are via a conductor 27O transferred. It is possible to use the calculator for different Laying out start sequences is a simple way of adding first the additional part I6 and then the basic load part 15 as soon as the temperature of the cooling water and the Lubricant to a suitable value that feels and the computer 261 is informed that has increased to starton If it is sufficient, for example during summer time, to operate the base load part alone, then it is natural possible, this - through liins teJ.J on dew switch 266 directly to start.

Signals to the inductors 232, 253 are carried through conductors

271, 272 transmitted, signals to the resp.Ltzroglcrn 257, -5ί

go over the ladder 273, 27'i. Signals to the transmission 13 are led over the conductor 275.

Various operating conditions in the system were transmitted back to the computer. The speed of the base load part 15 is transmitted, for example, via the conductor 276, that of the additional part via the conductor 277. The transmission of the vehicle speed is used by the conductor 27 ". The sensed cooling water temperature is communicated with the aid of the conductor 279. The conditions in the exhaust pipe, for example with regard to temperature and / or emissions, are recorded there and via the conductor 2'k) If a catalytic cleaner is available, it is usually necessary to determine the proportion of fuel and, depending on the value just determined, to influence the fuel supply system so that a toichiometric mixture ratio is maintained The exhaust gas piping system λ \ 'χγ (1 then contain a so-called λ probe which

BAD ORiGiNAL

O ίο / ι υ

the ί ', - crado from the gas pedal - (»(· Γ ost ^ ivieU'.t e Drosiselklapponlago ausrc ;; eln can.

Freestyle a good Ki.i.snionroge I. ιιιιι.ς can the plant with. Cinema guideline-on xur liücklcituiig of exhaust gases, for the supply of air into the exhaust pipe and / or to activate the ignition point it be equipped, however, these are well known Measures that do not require explanation. The small computer can of course be used to operate such devices has been expanded.

The description and the drawings relate to a whole number of embodiments of the crime object; however, these are not in a limiting sense to be interpreted, since further modifications are possible within the framework defined by the claims.

BATH ORIGINAL

Claims (1)

F ah r ζ eug drive system
Claims Vehicle propulsion system with several cylinders, the Ln variable number and / or with different output power in two groups - one base load part and one
Additional part - which parts are arranged in certain
Way to connect with a common output shaft
are, wherein a controlling monitoring device is provided through which one of the two or both parts
according to the needs of the respective load condition
of the system are to be operated, characterized in that the base load part (15, 70, 100) and the additional part (16, 71, 101) are connected to one another by at least one secondary working fluid. «JI ν / / I \ JL ·. 2. Drive system according to claim 1, characterized in that the secondary working fluid is a common cooling and / or lubrication system for both drive parts passes through. 3- drive system according to claim 1, characterized in that the base load part (70) for driving the front wheels of the vehicle, the additional part (71) for driving on one with the rear wheels of the vehicle in connection standing differential (73) is designed and that via a branch line (96) heat from the exhaust pipe of the Base load part can be fed to the cylinders of the additional part. ¹ I. Drive system according to Claim 3> characterized in that the additional part (71) and the differential (73) have a common lubricant system. 5. Propulsion system according to claim 1, wherein the base load and the additional part each have a common, with the output shaft connected transmission drive are to be connected, characterized in that the cylinders of the base load and additional parts in V-shape are arranged and their crankshafts parallel to the Radachscn lie. 6. Antr Lebsanlage according to one of claims 1 to 5i thereby characterized in that at least one of the Contains parts of a Stirling engine (220). 7. Drive system according to one of claims 1 to 5, characterized characterized in that at least one of the parts includes a gas turbine (23I). BATH ORIGINAL 31371R? 8. Drive system according to one of claims 1 to 7, characterized marked that the monitoring device contains a small computer (IiGl) that can be operated by a number of manually operated liingabegieder and that the input members a switch set (265) with a Switch (2GG) for determining the primarily to operating drive part as well as another switch (267) for the determination of a drive to perform or to save. 9. Drive system according to claim 1, characterized in that the base load part is a piston engine (2 ^ 8), the additional part is a gas turbine (231) and dciß the exhaust pipe (239) from the piston engine to the combustion chamber (237) is to be connected to the gas turbine. 10. Drive system according to claim 9, characterized in that the air for charging the Internal combustion engine (ii (l8) from the compressor (2'll) of the gas turbine originates. 11. Drive system according to claim 10, characterized in that one of the supercharging air from the compressor the gas turbine leading to the internal combustion engine line (2Ί3) via branch lines with an air line (2'i2) between the compressor and the combustion chamber as well as with at least one point between the inlet and outlet of the compressor (2'il) is connected and that a through a Pressure responsive element (2 ^ 6) controlled valve (2 ^ 5) selects the appropriate branch line. 12. Drive system according to claim 1, characterized in that the base load part (100) and the additional part (lÖl) both as parallel in a common engine block arranged piston engines are formed. BATH ORIGINAL 13- drive lob system according to claim 1, wherein the base load and the additional part with aligned crankshafts face to face arranged and individually with an intermediate transmission engine are to be connected, characterized in that the transmission engine is a stepless variable Rietnen transmission (103, IIA) contains, the to a planetary gear (104, 117, 130) with reversing stage and with parallel to the crankshafts of the drive machine parts horizontal axis is connected. l'i. Drive system according to claim 13, characterized in that g e k c η η draw t that the base load part (100) and the additional part (101) each via a selector clutch (Io2) to a common Rienientransmission (103) can be connected. 15. Drive system according to claim 13, characterized in that one (100) of the machine drive parts via a torque converter (ill), an idle wheel (II3) and a chain transmission (112) can be connected to a collecting link (115) at the input of the planetary gear (117) and that the other (101) of the machine drive parts can be connected to the Sainmel member (115) via a Rieraen transmission (114t) is. 16. Drive system according to claim 15, characterized in that g e k e 11 η draw t, that the collector gliod contains a shaft (II5) that connects to the sun gear of the planetary gear (II7) connected and can be actuated by the chain transmission (112) or that the shaft (115) with the Ricmen transmission via lockable idle wheel clutches (ll6a, Il6b) connected is. BATH ORIGINAL 17. Drive system according to claim 15 or l6, characterized characterized in that the driving drive part (lOl) via the belt transmission (ll'l) with a Flywheel energy storage device (123) can be connected and that between the drive part (101) and the input to the Flywheel accumulator and one for belt transmission (ll4l ·) Selector clutch (125) is provided. BATH