WO2009138227A2 - Unité hybride dotée d'un volant et destinée à un véhicule à moteur - Google Patents

Unité hybride dotée d'un volant et destinée à un véhicule à moteur Download PDF

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Publication number
WO2009138227A2
WO2009138227A2 PCT/EP2009/003413 EP2009003413W WO2009138227A2 WO 2009138227 A2 WO2009138227 A2 WO 2009138227A2 EP 2009003413 W EP2009003413 W EP 2009003413W WO 2009138227 A2 WO2009138227 A2 WO 2009138227A2
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WO
WIPO (PCT)
Prior art keywords
main shaft
hybrid
rotor
shaft
drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2009/003413
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German (de)
English (en)
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WO2009138227A3 (fr
Inventor
Hubertus Doepke
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to DE112009000841T priority Critical patent/DE112009000841A5/de
Publication of WO2009138227A2 publication Critical patent/WO2009138227A2/fr
Publication of WO2009138227A3 publication Critical patent/WO2009138227A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/30—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by chargeable mechanical accumulators, e.g. flywheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K51/00—Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/262—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators the motor or generator are used as clutch, e.g. between engine and driveshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a hybrid unit for a motor vehicle with a hybrid electric drive and a supply electric drive, which is arranged on a main shaft, which has an input side with a prime mover, e.g. an internal combustion engine, an electric drive or other drive units and the output side can be connected to a transmission.
  • a prime mover e.g. an internal combustion engine, an electric drive or other drive units
  • hybrid drives usually to achieve an improvement in the overall drive efficiency, or a reduction in fuel consumption of a vehicle, with the help of the electric drives mainly the speed and load-dependent variance of the engine is reduced and an increased operation in the internal combustion engine optimum range is sought ,
  • the invention has for its object to provide a hybrid unit with suitable Elektroüberla- gerungsantrieben and a highly resilient and cyclizable buffer that can control large mechanical output torques with low electrical power consumption to represent a relation to the prior art significantly low-consumption vehicle drive with improved overall efficiency, and still permits permanently highly dynamic operating states supported by the hybrid drive.
  • a supply electric drive and a hybrid electric drive both of which are designed as electric superposition drives, each have a main rotor with a field or excitation winding on a common main shaft and a respective coaxial with the corresponding main rotor arranged independent superposition rotor.
  • rotatably mounted to the main shaft is to be understood that the two rotors are rotatably mounted directly or indirectly on the main shaft or they are firmly connected to the housing or connected and mounted on the main shaft, that the main shaft can rotate ,
  • the main shaft of the hybrid unit can input side with a prime mover, e.g. an internal combustion engine and the output side be connected to a transmission shaft.
  • a prime mover e.g. an internal combustion engine
  • Characteristic of the electric superposition drives is that they have two rotors, between which, regardless of the machine housing, the mechanical drive torque is generated.
  • Analogous to known electric drives according to the prior art in which the drive torque is generated by a magnetic field in the air gap between the stator fixed to the housing and the rotor, the drive torque is generated by a magnetic field in the air gap between the main rotor and the superposition rotor in the electric superposition drive.
  • the superimposing rotor may be arranged so as to coaxially surround the corresponding main rotor. But it can also be arranged coaxially next to the corresponding main rotor. Consequently, in superposition drives, all the components which are known as stator in known electric drives or have a field winding are arranged on the main rotor of the main shaft and the components which are arranged on the rotor of conventional electric drives are assigned to the superposition rotor in the superposition drive ,
  • the superimposed electric drives differ only from prior art electric drives in that the reference system for the control or regulation of the electric machine speed is no longer dependent on the housing or the stator, but on the main rotor , or the rotational speed of the main shaft of the hybrid unit relates.
  • the superposition drives of the hybrid unit are designed as permanent magnet synchronous machines in which the magnetic field acts in the air gap between the main rotor and the superposition rotor in the radial flow direction.
  • permanent magnet synchronous machines such as reluctance machines or transverse flux machines and / or asynchronous machines can be used.
  • embodiments of superimposed electric machines in Axialpoundbauweise be implemented whose magnetic field acts in the axial flow direction in the air gap between the main rotor and the superposition rotor.
  • a power control device for both electric drives of the hybrid unit is accommodated in or on a rotatably connected to the main shaft carrier unit on which the field windings of both electric drives are provided.
  • the power controller comprises a four-quadrant power control unit associated with the supply electric drive and a four-quadrant power control unit associated with the hybrid electric drive.
  • the field windings of the two electric drives are electrically coupled to each other via the respective phase lines and their associated power control units.
  • a non-contact data transmission system is expedient between an operation control device and the power control device, comprising a first transmission part fixed to the housing and a second transmission rotatably connected to the power control.
  • the data transmission can be bidirectional, for example by inductive means.
  • the operation control unit via the data transmission system, the actual speed information of the main shaft and the two superimposed rotors to return in the opposite direction, the target control condition of the operation control unit to the power controls.
  • the present hybrid unit has two arranged on a continuous main shaft superposition Elektroantriebe with two main rotors with field windings, which are assigned to a supply electric drive and a hybrid electric drive.
  • the main shaft can be connected on the input side to the primary drive and on the output side to a gearbox.
  • the hybrid unit at least all current-carrying components of the high-voltage circuit, the field windings and the power control device of the supply and hybrid electric drive, and all connecting line guides and / or connected in a carrier unit with this main shaft mechanically non-rotatably and are suitably in operative electrical connection with each other.
  • the structure of the high-voltage circuit is extremely compact, whereby all line connections between field windings and power control can be reduced to a minimum length.
  • the main shaft preferably has a central bore, which is in fluid communication with a coolant supply device via the bore for a supply of coolant.
  • the hybrid electric drive and its superposition rotor are used in a suitable manner to control the output speed and the output torque of a suitable connected transmission.
  • the superposition rotor of the supply electric drive can be mechanically non-rotatable for storing or buffering or outputting drive energy or connected via a gear ratio with a flywheel device according to claims 7 and 8 in order to buffer the required control energy.
  • the flywheel device can be non-rotatably connected to the superposition rotor of the supply electric drive via a supply shaft rotatably mounted to the main shaft.
  • the flywheel device can also be connected directly to the superposition rotor or fixedly mounted thereon.
  • the supply shaft of the flywheel device via the translation of a planetary gear is connected to both the main shaft and with the superposition rotor of the supply drive.
  • the energy flow between the flywheel device and the main shaft can be controlled by the supply drive in an advantageous manner.
  • the flywheel device may be appropriate to surround the flywheel device by a vacuum housing and to connect the interior of the vacuum housing to a vacuum pump to produce a negative pressure.
  • the supply electric drive is in electrical interaction with the hybrid electric drive, wherein it is possible by appropriate control of the power control devices that in the flywheel device to exchange stored mechanical rotational energy via the supply electric drive with the hybrid electric drive.
  • the hybrid electric drive performs its via the supply drive removed from the memory mechanical output power via the associated with its overlay rotor rotatably coupled output shaft to a transmission, or the desired drive function.
  • the superposition drives of the proposed hybrid unit have the advantage that they can superimpose their drive torque relative to the main shaft, both in positive or negative direction with high torque, equal to or approximately equal to the starting torque at all speeds of the main shaft, the required speed range it is very low.
  • an overall drive according to claim 9-12 is an optimal overall efficiency of the vehicle drive with a consumption improvement potential of about 30% in the foreground, without having to accept restrictions in the area of driving performance functions.
  • a flywheel device via the translation of an input-side planetary gear, connected both to the main shaft and to the supply shaft of the supply drive.
  • Added to a controllable by the operation control braking device which is mounted between the ring gear of the planetary gear and the housing and the ring gear can brakes against the housing.
  • the two output shafts of the hybrid unit, the output-side main shaft and the second output shaft designed as a hollow shaft, are coupled to two shafts of a planetary gear connected on the output side.
  • the main shaft of the hybrid unit is in this case with a first sun gear and the second output shaft of the hybrid unit is rotatably connected to the planet carrier of the output-side planetary gear.
  • a second sun gear of the output-side planetary gear is expediently non-rotatably connected to the input shaft of a first sub-transmission, while the planet carrier of the output-side planetary gear is rotatably connected to the input hollow shaft of a second subtransmission.
  • the two partial transmissions are known embodiments of claw transmissions with two coaxial transmission input shafts. Similar embodiments are also referred to as dual-clutch transmission.
  • the configuration of the hybrid unit, output-side planetary gear and two connected partial transmissions represents an electromechanically controllable transmission, the so-called probably combined the function of a known remplinautomatikgetriebes, as well as the function of a transmission with continuously variable transmission.
  • n gears with a gear path and the gear ratio via only a partial transmission are possible, which mechanically coupled by means of a switching device, not shown, for example, a clutch or a locking claw, the main shaft and the superposition shaft of the hybrid drive, or the two transmission input shafts at synchronous speed.
  • a switching device not shown, for example, a clutch or a locking claw, the main shaft and the superposition shaft of the hybrid drive, or the two transmission input shafts at synchronous speed.
  • n-1 gears with fixed gear ratio so-called combined gears are available, in each of which a pair of teeth in both partial transmissions is engaged and a corresponding Mischüber GmbH results.
  • the brake In the first transmission operating mode identical to that of a conventional stepped automatic transmission, the brake is open at the ring gear of the input-side planetary gear.
  • the hybrid drive of the hybrid unit and the output-side planetary gear replace the function of the hydrodynamic converter or the clutches of a dual-clutch transmission and it can be controlled arbitrarily applicable switching operations.
  • An energetic advantage is that in this shift except the electrical losses no friction or heat losses occur because energy released when switching over the hybrid unit can be stored in memory.
  • the hybrid drive is primarily active only during the switching process by building a support torque corresponding to the drive torque to relieve the shift claw of the currently used tooth pairing, so as to allow a frictionless opening of the shift claw. After opening the shift dog, by varying the speed ratio of the main shaft and the output hollow shaft, the hybrid drive establishes the required synchronous speed on the gear shaft of the target gear to in turn enable frictionless closing of the shift dog on the target gear.
  • EVT mode Electrical Variable Transmission Mode
  • the number of usable, continuously synchronizable EVT gears corresponds to the total number (n) of the tooth pairings in both partial transmissions.
  • a second transmission operating mode is achieved by closing the brake on the ring gear of the input-side planetary gear.
  • the closing of the brake device takes place at synchronous speed of the Hohlradwindiere by the supply drive without friction losses in the brake device.
  • the superposition rotor of the supply drive is firmly braked against the housing via the ring gear.
  • the rotational speed range of the flywheel is coupled to the optimum operating rotational speed range of the primary drive, for example an internal combustion engine.
  • the internal combustion engine is coupled in its consumption-optimal speed range, at quasi-stationary speed to the flywheel storage and can be operated continuously in the consumption-optimal load point.
  • the internal combustion engine in this case leads its drive power to the overall drive, wherein the excess power flows into the coupled memory.
  • the required speed variance of the vehicle output is meanwhile controlled by the hybrid unit. If the retrieved total output power of the vehicle is smaller than the power supply, this corresponds to driving in EVT mode with simultaneous charging of the memory. If the total output power of the vehicle is greater than the power supply, the memory is discharged.
  • the internal combustion engine can be stored by opening the clutch on the main shaft without affecting the driving performance.
  • combustion-free EVT travel can be maintained for a long time even at high loads and high speeds.
  • the energy for the overall drive is obtained during the EVT driving over the mechanical path of the input-side planetary gear from the coupled memory.
  • the speed variance of the output is controlled by the hybrid drive of the hybrid unit. A spontaneous transition between the operating modes described above is ensured without any performance and comfort impairments.
  • the accumulator and the input-side planetary gearset are eliminated in comparison with the above-described hybrid vehicle overall drive.
  • the essential feature is that the superposition rotor of the supply drive is possibly connected via the supply hollow shaft fixed to the housing and a separating clutch between the primary drive and the main shaft can be omitted.
  • This embodiment represents an overall electrified transmission having the functional modes of a fully load-capable EVT and automatic transmission, but without the fuel-efficient, above-mentioned function of non-combustor EVT driving.
  • Another embodiment has a vehicle parallel hybrid overall drive with a hybrid unit and a flywheel device in conjunction with a conventional automatic or manual transmission.
  • the essential feature is that the overlay rotor of the hybrid drive, possibly via the second output shaft, is firmly connected to the housing.
  • This embodiment enables the known functions at the level of a parallel hybrid according to the prior art, such as e.g. Boost, engine start-stop system or recuperation of braking power.
  • Boost engine start-stop system
  • recuperation of braking power When the prime mover is disengaged, it is possible to drive with energy from the flywheel device for a short time, driven by the hybrid drive.
  • the consumption advantages correspond to those of a parallel hybrid according to the prior art.
  • the main advantage is the better efficiency when storing and using recuperated braking energy, as well as a significantly better torque behavior of hybrid operation at high speeds of the prime mover.
  • Fig. 1 shows the basic form of a hybrid unit according to the invention
  • Fig. 3 shows the hybrid unit of Fig. 1, combined with a first variant of a
  • Fig. 4 shows the hybrid unit of Fig. 1, combined with a second variant of a
  • Fig. 5 shows the hybrid unit of Fig. 1, combined with a third variant of a
  • FIG. 6 shows a vehicle drive train with primary drive, an extended variant of the hybrid unit according to FIG. 4 and transmission
  • FIG. 7 shows a first variant of a vehicle drive train with primary drive of the hybrid unit according to FIG. 1 and a transmission according to FIG.
  • Fig. 8 shows a second variant of a vehicle drive train with primary drive
  • the supply electric drive 103 comprises a first main rotor 120 and a radial superimposing rotor 124.
  • the first main rotor 120 is provided with field windings and mounted on the outside of a carrier drum 108. Both are rotatably connected to the main shaft 106.
  • the superimposing rotor 124 is attached to a carrier 126, which is non-rotatably connected to a supply shaft 130 designed as a hollow shaft, which is rotatably mounted on an input side to the main shaft 106.
  • the superposition rotor 124 may have permanent magnets or short-circuit windings depending on the design.
  • the hybrid electric drive 105 likewise comprises a second main rotor 116 with field windings mounted on the outside of the drum 108 and surrounded by a superposition rotor 121.
  • the overlay rotor 121 is attached to a carrier 128 which rotatably connected to a designed as a hollow shaft output shaft 132 is rotatably mounted on the output side to the main shaft 106.
  • the superposition rotor 121 may have permanent magnets or short-circuit windings, depending on the design.
  • a power control device 110 which comprises a four-quadrant control unit 1 12 and a four-quadrant control unit 114 associated with the first main rotor 120 and the second main rotor 1 16, respectively.
  • the control units 1 12, 1 14 are each connected via phase lines 122 and 1 18 (U-V-W lines) to the field windings of the main rotors 120 and 1 16.
  • the drum 108 is flowed through by a coolant (preferably transmission oil).
  • a coolant preferably transmission oil
  • the interior of the drum 108 may be connected to an axial central bore in the main shaft 106 with a source of coolant communicating with the bore (not shown).
  • bidirectional data communication or data transmission from an operation control unit 134 to the control unit 1 10 or to the control units 112 and 114 is required.
  • at least one drum 108 with the data transmission part 138 is provided with an integrated transmitting and receiving part on the drum 108 between the two electric drives 103, 105.
  • At least one further data transmission part 136 with an integrated transmitting and receiving part is fastened to the housing 107 with the first data transmission part 138 in suitable alignment with one another.
  • the data transmission to the operation control device 134 includes, inter alia, the actual rotational speed of the main shaft 106, the first superposition rotor 124 and the second superposition rotor 121, while from the operation control device to the power control unit 110 substantially the target control data for the speed and torque control of the two superimposed electric machines 103 and 105 are transmitted.
  • the transmission between the two data transmission parts 136, 138 takes place, for example, inductively. However, other forms of data transmission are possible.
  • the electronic components in the control unit 110 are powered by an internal, provided in the drum 108 suitable power supply.
  • FIG. 2 shows an alternative embodiment of a hybrid unit 100a according to the invention, which likewise has a supply electric drive 103a and a hybrid electric drive 105a. speaking embodiment has Fig. 1 and has functionally identical properties of the hybrid unit 100 in Figure 1.
  • Characteristic of this alternative embodiment is that the main shaft 106a is designed as a hollow shaft, the first superposition rotor 124a of the supply drive 103a rotatably connected to a central shaft formed input side supply shaft 130a and the second superposition rotor 124a of the hybrid drive 105a on the output side rotationally fixed with a central shaft designed as output shaft 132a connected is.
  • the power control 110a and the two main rotors 120a and 16a of the supply drive 103a and the hybrid drive 105a are rotatably connected to the main shaft 106a on or in the carrier unit 108a.
  • the power controller 110a circumferentially mounted radially on the carrier unit 108a includes two four-quadrant controllers 112a and 14a, as in the hybrid unit 100 in FIG are in electrical functional connection and allow the electrical power exchange between supply drive 103a and hybrid drive 105a.
  • bidirectional data transmission from the operation control device 134 to the control unit 1 10a is available, the rotating data transmission part 138 being in data communication with the power control unit 110a and the housing-fixed data transmission part 136 being in data communication with the operation control unit 134.
  • FIG. 3 shows the basic form of a hybrid unit 100 according to FIG. 1 with a supply shaft 130 on which a flywheel device 149 in the form of an annular, uniformly distributed mass is attached in a rotationally fixed manner at a radial distance.
  • the basic form of the hybrid unit 100 according to FIG. 1 is provided with a radially uniformly distributed mass inertia, which has the same function as the flywheel device 149 according to FIG. 3, attached to the first superimposing rotor 124 of the supply drive 103.
  • the three planetary shafts of a planetary gear P1 are connected to the flywheel device 149, as well as to the supply shaft 130 and the main shaft 106 of the hybrid unit 100 of FIG.
  • the planetary gear P1 makes it possible to control a mechanical energy flow between the flywheel device and the main shaft by the hybrid unit 100.
  • the supply hollow shaft 130 is connected to the ring gear 164 and the main shaft 106 rotatably coupled to the planet carrier 162 of the planetary gear P1.
  • the flywheel device 149 is rotatably coupled with a rotatably mounted on the main shaft 106 connecting hollow shaft 131 with the sun gear 168 of the planetary gear P1.
  • On the planet carrier 162 at least one planet gear 166 is mounted, which meshes with the sun gear 168 and the ring gear 164 of the planetary gear P1.
  • FIG. 6 shows a vehicle drive with a primary drive 158 of a hybrid unit shown in FIG. 5 with the flywheel device 149 and a gearbox 144 connected on the output side.
  • the planetary gear P1 is extended by a braking device B and the rotatable part 172 of the braking device B is connected to the ring gear 164 of the planetary gear P1.
  • the housing-fixed part 170 is controllable by the operation control device 134 as needed to allow the brake device B to brake or release the rotatable part 172 against the housing, thereby producing two different modes of operation of the overall drive.
  • the primary drive 158 can be coupled or disconnected from the main shaft 106 by a coupling K.
  • the two output shafts of the hybrid unit 100, the main shaft 106 and the output hollow shaft 132, are coupled to an output-side planetary gear P2.
  • the main shaft 106 of the hybrid unit 100 is connected to a first sun gear 181 and the output hollow shaft 132 is rotatably connected to the planet carrier 182 of the output-side planetary gear P2.
  • a second sun gear 183 of the output-side planetary gear P2 is rotatably connected to the input shaft 147 of a first Halgethebes148, while the planet carrier 182 of the output-side planetary gear P2 is rotatably connected to the input hollow shaft 145 of a second sub-transmission 146.
  • At least one Doppelplanetenrad 184 is rotatably mounted with a first toothing 185 and a rotatably coupled to the first second toothing 186 on the planet, wherein the main shaft 106 connected to the first sun gear 181 meshes with the first toothing 185 of the double planetary gear 184, and that with the first partial transmission 148 connected second sun gear 183 with the second teeth 186 of the double planetary gear 184 meshes.
  • the output shafts of the two partial transmissions 146, 148 are coupled by a Vernierpocung at the output of the transmission 144 to a common output A.
  • the planetary gear P2 and the two Ambigetriebe146 and 148 are part of the transmission 144th
  • the first overlay rotor 124 of the power supply 103 and the second overlay rotor 121 of the hybrid drive 105 are transmitted via the transmission means 136, 138, the actual speed information to the operation control unit 134.
  • the operating control unit 134 executes the setpoint data control for the power control 110, which are required to control the supply drive 103 and the hybrid drive 105 in order to set desired operating states. Further, the operation control apparatus 134 controls the clutch K, the brake device B, and the shifting units S for driving the shift dogs in the transmission 144. Optionally, a coupling of the flywheel device 149 is possible, as shown in Fig. 3 or Fig. 4.
  • this embodiment represents a recuperative hybrid vehicle drive, with a prime mover 158, a memory device 149, and a fully loadable EVT transmission 144 that is electromechanically controllable by hybrid unit 100 and that has an infinite transmission overall ratio.
  • the embodiment described can be operated in a first classic driving mode as a drive with a stepped automatic transmission, or optionally with EVT transmission.
  • the engine may operate intermittently, i. stored for a long time, while the vehicle drive controlled by the hybrid unit 100 without burners, is operated exclusively with energy from the memory device 149.
  • FIG. 7 shows an expense-reduced variant of a vehicle drive according to FIG. 6 with a primary drive 158, the hybrid unit 100 and a transmission 144, which, however, has no storage device.
  • the essential feature is that the supply hollow shaft 130 is fixedly connected to the housing 107, or (not shown) of the superposition rotor 124 of the supply drive 103 is fixedly connected to the housing 107. Between the primary drive 158 and the main shaft 106, no clutch K is required.
  • this embodiment represents, as above, an electromechanically controlled EVT transmission, which can optionally be operated as EVT or as a stepped automatic transmission.
  • the hybrid drive 105 in this embodiment derives its power to control the output hollow shaft 132 via the supply drive 103 from the main shaft 106th
  • FIG. 8 shows a second variant of a recuperative hybrid vehicle drive with a prime mover 158, the hybrid unit 100 with a flywheel device 149, as described in FIG. 5, and a conventional manual or automatic transmission 152.
  • the essential feature is that the second output shaft 132 of the hybrid drive 105 is fixedly connected to the housing 107, or possibly (not shown) of the superposition rotor 121 of the hybrid drive 105 is fixedly connected to the housing 107.
  • the output side main shaft 106 of the hybrid unit 100 is here coupled to the transmission input shaft 155 of the transmission 152.
  • the primary drive 158 can be coupled or disconnected via a clutch K controllable by the operating control unit 134 with the main shaft.
  • a coupling of the flywheel device 149 is possible, as shown in Fig. 3 or Fig. 4.
  • This embodiment fulfills the comparable functions of a mild hybrid drive with a stepped automatic transmission.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne une unité hybride destinée à un véhicule à moteur et comprenant un arbre principal (106, 106a) monté rotatif qui peut être relié côté entrée à un entraînement primaire (158) et côté sortie à une boîte de vitesses (144, 152); un entraînement électrique d'alimentation (103, 103a) qui comprend un premier rotor principal (120, 120a) solidaire en rotation de l'arbre principal (106, 106a) et comprenant un enroulement d'induction et un premier rotor de superposition (124, 124a) disposé de façon coaxiale au premier rotor principal (120, 120a) et comprenant un aimant permanent ou un enroulement en court-circuit, le premier rotor de superposition étant monté pour pouvoir tourner par rapport à l'arbre principal (106, 106a); un entraînement électrique hybride (105, 105a) qui comprend un deuxième rotor principal (116, 116a) relié de façon solidaire en rotation à l'arbre principal (106, 106a) et comprenant un enroulement d'induction et un second rotor de superposition (121, 121 a) disposé de manière coaxiale au second rotor principal (116, 1 16a) et comprenant un aimant permanent ou un enroulement en court-circuit, le second rotor de superposition étant monté rotatif par rapport à l'arbre principal (106, 106a); et un dispositif de commande de puissance (110, 110a) qui est associé à l'entraînement électrique d'alimentation (103, 103a) et à l'entraînement électrique hybride (105, 105a), est solidaire en rotation de l'arbre principal (106, 106a) et est couplé électriquement aux enroulements d'induction du premier (120, 120a) et du second (116, 116a) rotor principal.
PCT/EP2009/003413 2008-05-15 2009-05-13 Unité hybride dotée d'un volant et destinée à un véhicule à moteur Ceased WO2009138227A2 (fr)

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DE102008023789A DE102008023789A1 (de) 2008-05-15 2008-05-15 Hybrideinheit mit Schwungradeinrichtung für ein Kraftfahrzeug

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Cited By (5)

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DE102010033234A1 (de) * 2010-08-03 2012-02-09 Siemens Aktiengesellschaft Energiespeichervorrichtung und Betriebsverfahren
DE102011085495A1 (de) * 2011-10-31 2013-05-02 Deere & Company Lastschaltgetriebe
US8622860B2 (en) 2011-08-01 2014-01-07 Spicer Off-Highway Belgium N.V. Method and apparatus for transferring power between a flywheel and a vehicle
DE102012216680A1 (de) * 2012-09-18 2014-06-12 Magna Powertrain Ag & Co. Kg Schwungradtrieb
CN111245161A (zh) * 2018-11-13 2020-06-05 腓特烈斯港齿轮工厂股份公司 电驱动单元以及用于机动车的变速器

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GB0905344D0 (en) 2009-03-27 2009-05-13 Ricardo Uk Ltd A flywheel
GB0905343D0 (en) 2009-03-27 2009-05-13 Ricardo Uk Ltd A flywheel
GB0905345D0 (en) 2009-03-27 2009-05-13 Ricardo Uk Ltd A flywheel
GB201019473D0 (en) 2010-11-17 2010-12-29 Ricardo Uk Ltd An improved coupler
GB201106768D0 (en) * 2011-04-20 2011-06-01 Ricardo Uk Ltd An energy storage system
DE102014108218B4 (de) 2014-06-12 2022-08-25 Leoni Bordnetz-Systeme Gmbh Stromverteilerbox

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DE2712456A1 (de) * 1977-03-22 1978-09-28 Manfred Beyer Antriebssystem mit elektromotor
DE2823225A1 (de) * 1978-05-27 1979-11-29 Erhard Lauster Entwicklungen G Hybridantriebsvorrichtung fuer kraftfahrzeuge
NL8702588A (nl) * 1987-10-30 1989-05-16 S B Systems B V Dubbel-roterende electriese motor/generator.
FI115318B (fi) * 2001-08-13 2005-04-15 Interbak Ltd Sähkömekaaninen vaihteisto

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010033234A1 (de) * 2010-08-03 2012-02-09 Siemens Aktiengesellschaft Energiespeichervorrichtung und Betriebsverfahren
US8622860B2 (en) 2011-08-01 2014-01-07 Spicer Off-Highway Belgium N.V. Method and apparatus for transferring power between a flywheel and a vehicle
DE102011085495A1 (de) * 2011-10-31 2013-05-02 Deere & Company Lastschaltgetriebe
DE102012216680A1 (de) * 2012-09-18 2014-06-12 Magna Powertrain Ag & Co. Kg Schwungradtrieb
CN111245161A (zh) * 2018-11-13 2020-06-05 腓特烈斯港齿轮工厂股份公司 电驱动单元以及用于机动车的变速器

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DE102008023789A1 (de) 2009-11-19
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