WO2012163902A1 - Générateur de courant destiné à un véhicule automobile - Google Patents

Générateur de courant destiné à un véhicule automobile Download PDF

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Publication number
WO2012163902A1
WO2012163902A1 PCT/EP2012/060019 EP2012060019W WO2012163902A1 WO 2012163902 A1 WO2012163902 A1 WO 2012163902A1 EP 2012060019 W EP2012060019 W EP 2012060019W WO 2012163902 A1 WO2012163902 A1 WO 2012163902A1
Authority
WO
WIPO (PCT)
Prior art keywords
generator
piston
cylinder
rotor
crankshaft
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/EP2012/060019
Other languages
German (de)
English (en)
Inventor
Thomas Pels
Josef Meurer
Witold Michta
Henning HOFF
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL List GmbH
Original Assignee
AVL List GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by AVL List GmbH filed Critical AVL List GmbH
Priority to DE112012002342.0T priority Critical patent/DE112012002342A5/de
Publication of WO2012163902A1 publication Critical patent/WO2012163902A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/228—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinders arranged in parallel banks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/225—Multi-cylinder engines with cylinders in V, fan, or star arrangement having two or more crankshafts
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1808—Number of cylinders two
    • 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
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to a power generator for a motor vehicle. Another aspect also relates to a combination of an electric vehicle and the power generator, wherein the power generator is set up as a range-enlarging device.
  • the range enlargement device is also referred to below as a "range extender”.
  • Internal combustion engine-powered motor vehicles are usually equipped with an electrical system, which is supplied with electrical energy, for example, with a battery or an electric generator, wherein the generator is operated by a drive motor (internal combustion engine) of the vehicle.
  • an electrical system which is supplied with electrical energy
  • a battery or an electric generator wherein the generator is operated by a drive motor (internal combustion engine) of the vehicle.
  • the drive motor is operated to generate electrical energy by means of the generator.
  • Electric motor driven vehicles also referred to as “electric vehicles” are usually equipped with an electric drive motor and a battery, to supply the drive motor with electrical drive energy.
  • the range of the electric vehicle is limited by the capacity of the battery.
  • WO 2005/075235 AI Another proposal to provide a vehicle with electric drive system with electrical energy, shows the document WO 2005/075235 AI. There is shown a power unit in the form of a vehicle retractable and retractable cassette comprising two internal combustion engines and an electric generator driven therefrom.
  • the present invention provides a solution to a power generator in terms of compact design and low development and production costs.
  • the invention is directed to a power generator for a motor vehicle, comprising a (stroke) piston engine and an electric generator with a rotor.
  • the piston engine has two parallel piston-cylinder assemblies whose longitudinal axes are offset from one another.
  • the piston engine has two parallel with their axes of rotation crankshafts, each one of the piston-cylinder assemblies acting on one of the two crankshafts.
  • the axis of rotation of the rotor of the generator is arranged parallel to the crankshafts and the generator is arranged in the direction of the rotor and crankshaft axes of rotation opposite to the two piston-cylinder arrangements in a different plane.
  • the invention is also directed to a combination of this power generator with an electric vehicle, which is equipped with at least one electric drive motor and an electrical energy storage, which can store electrical energy for driving the electric vehicle and deliver when needed.
  • the power generator is set up as a range enlargement device.
  • the electric vehicle and the range enlargement device each have mutually complementary coupling devices, wherein the coupling devices each allow a releasable mechanical fixation of the range enlargement device on the electric vehicle and their power transmission moderate and controlled coupling to the electric vehicle.
  • the electric vehicle is set up to cooperate in the state with coupled range enlargement device with this so that generated by the range enlargement device electrical energy through the coupling devices to the electric vehicle for the purpose of driving and / or charging the energy storage is available and thus increases the range of the electric vehicle becomes.
  • the power generator of this construction allows a compact arrangement of its components.
  • the term "compact" is to be understood in particular with regard to the absolute dimensions of the power generator or with regard to the packing density of the components of the power generator.
  • the power generator is in some embodiments with a coupling device for temporarily or permanently attaching the power generator on or equipped in the vehicle.
  • the coupling device is equipped for power transmission and / or control coupling to the vehicle.
  • a controller of the power generator is adapted to automatically detect a coupled state of the power generator.
  • the power generator is configured as an auxiliary power supply (so-called APU, "auxiliary power unit”) for the motor vehicle.
  • APU auxiliary power unit
  • the auxiliary power supply is provided in addition to the main power supply, which is, for example, that generator which is driven by the internal combustion engine for driving the motor vehicle.
  • the auxiliary power supply is in some embodiments, control equipped for parallel operation with the main power supply of the motor vehicle. In other embodiments, the auxiliary power supply is configured for alternate operation with the main power supply. In this case, either the main power supply or the auxiliary power supply generates power.
  • the auxiliary power supply is designed for an electrical power that at least corresponds to that of the main power supply, for example, in order to be able to take their place in terms of the provision of electrical energy.
  • the auxiliary power supply is designed for lower electrical power than that of the main power supply to provide a reduced certain energy supply with more favorable efficiency, for example, with low electrical energy requirements, such as when the vehicle is at a standstill.
  • the auxiliary power supply is equipped for coupling with a vehicle electrical system of the motor vehicle.
  • the auxiliary power supply is configured to generate DC at a voltage of about 12V, 24V, 28V, 36V or 42V.
  • the electrical system even with the drive motor with generator of the vehicle and operate independently of a battery of the vehicle, such as electrically powered units of the vehicle, such as an air conditioning or cooling unit, a hydraulic system or a (water) pump ,
  • the power generator is configured as a range-increasing device for an electric vehicle.
  • a range enlargement device of the power generator acts in some embodiments together with the electric vehicle that generated by the range enlargement device electrical energy via a coupling device to the electric vehicle for the purpose of driving and / or Charging an energy storage for drive energy (eg battery) is provided and so the range of the electric vehicle is increased.
  • an energy storage for drive energy eg battery
  • the piston engine is designed, for example, by the design of an Otto engine or a diesel engine and, in particular, for diesel, gasoline, liquefied petroleum gas (LPG) or natural gas.
  • the piston engine is designed as a 4-stroke engine.
  • the two piston-cylinder assemblies are designed for mutually offset by 360 ° working cycles of the four-stroke engine.
  • the piston engine is designed as a 2-stroke engine.
  • the power generator can be realized by means of modular assemblies, in particular the piston-cylinder assemblies and the generator.
  • components such as pistons, connecting rods and / or valves
  • systems such as injection and / or control systems
  • the modular design is reflected on the one hand on the constructive side in the sense of reusability of large parts of an already existing construction by partial changes (eg with respect to the clocking method (2- or 4-stroke), the ignition method (spark or diesel), the Valve control (different arrangement variants of the camshafts for valve actuation) does not require a complete redesign, but essentially only a matching design of the modified part required.
  • the modular structure leads to a relatively large number of identical parts in the mentioned different variants.
  • the piston engine exactly two piston-cylinder assemblies that are integrated, for example, in a common engine block or each designed as a separate assemblies of the piston engine.
  • the piston-cylinder assemblies are arranged in a first plane and the generator in a spaced-apart, parallel second plane, whereby further can be achieved a layered structure of the power generator.
  • all or at least two piston-cylinder assemblies of the reciprocating engine are in a common plane arranged, which plane is perpendicular to the rotor and crankshaft axes of rotation.
  • the longitudinal axes of both piston-cylinder assemblies are arranged offset in the direction of the rotor and crankshaft axes of rotation, for example by the two Piston-cylinder assemblies are offset in this direction by a distance corresponding to a radius of a cylinder of the piston-cylinder assembly.
  • the distance between the crankshafts can be constructively kept to the minimum size.
  • each of the pistons of the two piston-cylinder assemblies always have the same relative positions to their associated cylinders.
  • these pistons are thus coupled with their respective crankshaft in such a way that during operation of the piston engine they undergo identical reversal points (dead centers) of their lifting movements substantially simultaneously.
  • the two crankshafts are directly coupled by a pair of gears, wherein the gears are each arranged coaxially to the axis of rotation of the respective crankshaft.
  • the piston-cylinder assemblies are arranged in mirror image to each other.
  • the longitudinal axes of the piston-cylinder assemblies are aligned horizontally, so the cylinder is arranged horizontally.
  • the axes of rotation of the crankshaft and the rotor of the generator are standing, so arranged vertically.
  • these components are arranged rotated approximately 90 °, namely the longitudinal axes of the piston-cylinder assemblies standing, so vertical, and the rotor and crankshaft rotation axes lying, so horizontally.
  • these orientations may also correspond to the installation position with respect to a vehicle floor, wherein further angular positions with respect to the floor side are possible in accordance with the respective package requirements of the vehicle.
  • the piston engine has oil pressure lubrication.
  • the drive of an oil pump can be realized via a remote from the generator region of the crankshaft.
  • the Stromer generator designed for operation in any, especially during operation changing spatial orientations of the generator.
  • the output of the piston engine is realized by the crankshaft to a main shaft of the two-toothed piston motor, wherein the gears are each arranged axially to the axes of rotation of the crankshaft and the main shaft.
  • the main shaft is arranged in alignment (coaxial) to a rotor shaft of the generator, wherein, for example, the main shaft is coupled to the rotor shaft via a coupling.
  • the main shaft is arranged offset parallel to the rotor shaft, which are coupled for example via a pair of gears.
  • the rotor shaft of the generator is coupled directly to one of the crankshafts.
  • the rotor shaft itself is designed as the main shaft of the piston engine.
  • this coupling is realized via a gear of the rotor shaft, which engages in a gear of the crankshaft.
  • At least one further output shaft is provided, in particular where these correspond in position and position to the pattern of the main shaft described.
  • the at least one output shaft is arranged parallel to the crankshaft, the main shaft, the rotor shaft and / or a camshaft.
  • the piston engine is equipped in some embodiments with exactly one camshaft and in some other embodiments with exactly two camshafts for controlling valves for the piston-cylinder assemblies.
  • the position and number of camshafts are in some embodiments according to the OHV design (in the cylinder block bottom camshaft), the SOHC design (one, in the cylinder head overhead camshaft) or the DOHC design (two, in the cylinder head overhead camshafts) executed.
  • OHV design in the cylinder block bottom camshaft
  • SOHC design one, in the cylinder head overhead camshaft
  • DOHC design two, in the cylinder head overhead camshafts
  • the drive of the camshafts can be realized via chains and / or gear sets. taping.
  • the gear ratio between the crankshaft and camshaft is 2: 1. This is set by appropriate numbers of teeth of the sprockets and sprockets.
  • camshafts can also be used to drive components associated with the piston engine, such as water pump and high-pressure fuel pump.
  • the at least one camshaft is coupled via plunger, pushrods and rocker arm in some other embodiments only via rocker arms or directly via plunger with at least one valve of the piston-cylinder assembly.
  • the at least one camshaft is coupled to the crankshaft via the rotor shaft of the generator.
  • the camshaft is coupled directly to the rotor shaft, for example, by a camshaft is each equipped with a gear which engages a gear of the rotor shaft.
  • the rotor shaft is equipped with a gear which engages both a gear of the crankshaft and a gear of the camshaft.
  • the rotor shaft is equipped with two gears, one engages in a gear of the crankshaft and the other in a gear of the camshaft.
  • the piston engine is equipped with exactly one chain drive per camshaft. In some other embodiments, the piston engine is equipped with a (common) chain drive for two (or more) camshafts. In some embodiments, the chain drive (s) are coupled directly to the secondary shaft.
  • the secondary shaft is coupled directly to the rotor shaft. In some of these embodiments, the secondary shaft is equipped with a gear which engages in a gear of the rotor shaft.
  • the generator is arranged such that the axis of rotation of the rotor passes between the longitudinal axes of the two piston-cylinder assemblies, wherein in some of these embodiments, the rotor shaft terminates before the piston-cylinder assembly as viewed from the generator, for example a front-mounted gear, which engages in a gear of a crankshaft.
  • the axis of rotation of the rotor extends in some of these embodiments by a center between the two longitudinal axes of the piston-cylinder assemblies.
  • the generator can be arranged centrally aligned to both piston-cylinder assemblies.
  • the rotor of the generator is designed as a flywheel for the piston engine.
  • the generator is of the external rotor type.
  • the generator has an inner stator, which is radially enclosed by the rotor.
  • the rotor is equipped with permanent magnets, which are additionally held by centrifugal forces on the rotor during rotation.
  • the rotor of the generator is selected with the largest possible diameter.
  • the rotor has an outer diameter which is greater than the distance of the longitudinal axes of the two piston-cylinder assemblies, in particular the distance of the longitudinal axes in a projection along the axis of rotation of the rotor.
  • the outer diameter of the rotor is at least the sum of one of the aforementioned distances and a radial inner diameter of a cylinder of the piston-cylinder assemblies.
  • piston engine and generator are dimensioned in terms of their dimensions so that they project beyond each other only slightly in at least one direction transverse to the axis of rotation of the rotor, so in this at least one direction substantially equal diameter.
  • the generator has a wafer-like design.
  • the radial diameter of the generator is at least twice as large as its height (without rotor shaft) in the axial direction.
  • the electric generator is in some embodiments to a DC machine, the generator is equipped for example with a voltage regulator.
  • the electric generator is a synchronous or asynchronous machine, preferably one grinderless design.
  • a single-phase or multi-phase (in particular three-phase) alternating current can be provided by the power generator, for example for supplying AC units of the vehicle.
  • the power generator has a converter for converting the (eg polyphase or three-phase) alternating current into direct current in order to supply the vehicle with direct current, in particular the vehicle electrical system and / or as drive energy.
  • a voltage-controlled rectifier can be sufficient for this purpose.
  • the converter is designed as an actively controlled converter which supplies the voltage required for field generation with the frequency and amplitude required depending on the operating situation.
  • the generator is also designed as a starter for the piston engine.
  • the generator can also be operated by a motor.
  • the converter is set up in this case at least for two-quadrant operation.
  • the power generator has an additional electric (starter) motor, which is designed in addition to or as an alternative to the generator for starting the piston engine, for example for a cold start.
  • the power generator is designed for operation of the piston engine at constant speeds, for example 3,000 revolutions per minute.
  • the power generator in the vehicle of the power generator is equipped according to some embodiments with interfaces for other components, such as interfaces for devices for emission control, noise reduction and / or intake air filtering and / or interfaces to a fuel tank, a turbocharger, a (starter ) Battery, a heat exchanger for dissipating engine heat of the piston engine and / or subsystems, such as lubrication, cooling, sensors, fuel processing, and / or ignition.
  • the piston motor described above and below is designed as a base engine, which can be supplemented modularly by these components individually.
  • at least one of these components is structurally integrated in the power generator, that is already covered by the base engine.
  • the power generator in particular also the base engine, all components for a self-sufficient operation of the piston engine and for power generation.
  • Figure 1 is a schematic vertical sectional view of a power generator with a piston engine and electric generator.
  • Fig. 2 is a schematic horizontal sectional view of the power generator of Fig. 1;
  • Figures 3 to 7 are schematic representations of various embodiments with respect to valve controls in plan view.
  • Fig. 8 is an electric vehicle with a range enlargement device.
  • a power generator 1 according to FIG. 1 and FIG. 2 is equipped with a piston engine 2 and a generator 3.
  • the piston engine 2 comprises two parallel piston-cylinder arrangements 4, which are arranged horizontally in a horizontal plane next to each other so that their longitudinal axes 5 are parallel, wherein the piston-cylinder assemblies 4 are arranged flush in the direction of the longitudinal axes 5.
  • Each of the two piston-cylinder assemblies 4 each comprises a piston 6 which is coupled via a connecting rod 7 with a crankshaft 8.
  • the two crankshafts 8 are arranged vertically with their axes of rotation 9, so that they are perpendicular to the longitudinal axes 5 of the piston-cylinder assemblies 4.
  • the power generator 1 is dimensioned for example for an electrical power of about 8 kW, 10 kW or 15 kW.
  • Fig. 1 shows a two-part schematic sectional representation, wherein in the upper part a vertical section through a rotation axis 12 of a rotor 10 of the generator 3 and in the lower part a vertical section through the longitudinal axis 5 of a piston-cylinder arrangement 4 of the piston motor 2 is shown.
  • crankshafts 8 are coupled to one another via gearwheels 30 for opposing directions of rotation, with the toothed wheels 30 being centered with respect to the axes of rotation 9 of the crankshafts 8.
  • crankshafts 8 are constructed and coupled to one another such that the pistons 6 each simultaneously pass through their upper and lower dead centers during a rotational movement of the crankshafts 8, ie move up and down synchronously with respect to the longitudinal axes 5 of the piston-cylinder arrangements 4. Since the rotational movements of the two crankshafts 8 are in opposite directions, the mass forces of the first order can be compensated. Furthermore, one of the two crankshafts 8 is equipped with a second gear wheel 31 for coupling to a main shaft 21 of the piston engine 2. This (second) gear 31 is also centered with respect to the axis of rotation 9 of the crankshaft 8.
  • the main shaft 21 which is identical here with a rotor shaft 21 of the generator 3, equipped with a gear 32 which engages for coupling with the crankshaft 8 in the gear 31.
  • the two gears 31 and 32 are equipped with an identical number of teeth with the same gear diameter.
  • main shaft 21 and rotor shaft 21 are therefore to be regarded as synonyms.
  • the main shaft is structurally different from the rotor shaft, which then, however, are coupled, for example via a clutch or a pair of gears.
  • the distance a between the crankshafts 8, the distance b between the crankshaft 8 and the main shaft 21 and the distance c between the main shaft 21 and the secondary shaft 27 are each chosen so that these distances are equal in each case for different variants of the piston engine 2.
  • Variants here designate different piston engines according to the different configurations and exemplary embodiments of this description. This can be for example diesel or gasoline engines as two possible variants.
  • the distances a, b, c result from the basic dimensions of the engine.
  • the generator 3 is a so-called in the example shown here.
  • the rotor 10 is equipped with permanent magnets 10a, with the rotor 10 and stator 11 being spaced apart in the radial direction by an air gap 22 between the magnets 10a and the coil with iron core 11a.
  • the axis of rotation 12 of the rotor 10 is vertically aligned, ie parallel to the axes of rotation 9 of the crankshaft 8.
  • the axis of rotation 12 of the rotor 10 extends centrally between the longitudinal axes 5 of the piston-cylinder assemblies 4, so that from a direction along the Turning axis 12 of the rotor 10 seen (see the plan view in Fig. 2), the generator 3 is arranged centrally with respect to the piston-cylinder assemblies 4. From a horizontal viewing direction according to FIG. 1, ie in the vertical direction, the generator is
  • Fig. 1 shows a layered structure of the power generator 1, namely a lower layer with the two piston-cylinder assemblies 4, a middle layer, which will be explained later, and an upper layer, in which the generator 3 is arranged.
  • the generator 3 is a synchronous or asynchronous machine, preferably of a grinderless type.
  • the (possibly multi-phase) alternating current generated by it is converted into direct current by an inverter of a control and power electronics 15 and provided to the vehicle.
  • the inverter is implemented as a passive (voltage controlled) rectifier.
  • the converter is set up to generate the alternating currents necessary for the field excitation. Since the generator 3 always rotates in the same direction, this is sufficient for a one-quadrant inverter.
  • the generated direct current can be transferred via a connecting cable and a plug to an electric vehicle 40 and feeds there, for example, a vehicle electrical system and / or supplies the electric vehicle 40 with electrical drive energy.
  • the converter - which is then at least a two-quadrant converter - is set up, also necessary for the motorized Berieb (eg multi-phase ) To generate alternating currents.
  • the components of the power generator 1 are, as shown in FIG. 1 and FIG. 2, compactly arranged, wherein the power generator 1 has a substantially cuboid outline and substantially completely fills the space outlined thereby, the cuboid having approximately the edge lengths 35 cm ⁇ 30 cm ⁇ 30 cm or the outlined space, for example approx. 33 liters.
  • the power generator has, for example, a mass of about 43 kg. This design allows for easy and flexible installation within a vehicle, in particular of the electric vehicle 40.
  • the power generator 1 includes an oil pan 13, an oil pump 14 and an oil filter (for lubricating the piston-cylinder assembly 4), a control and power electronics 15, a cylinder head 16 and a valve cover housing 17 for both piston-cylinder assemblies 4th and (if necessary) a fuel injection system and ignition and control for the piston engine 2.
  • valves 18 of the piston-cylinder assemblies 4 which is structurally realized substantially in the aforementioned middle layer.
  • valves 18 are actuated via one or two camshafts 19, which are connected in parallel to the rotor and crankshaft axes of rotation 9, 12, that is arranged in a vertical orientation.
  • each piston-cylinder arrangement 4 is equipped with inlet and outlet valves 18 for controlling the charge exchange.
  • the valves 18 are each carried out at the upper end of the cylinder 20 in a hanging construction.
  • each of the two valves 18 per piston-cylinder assembly 4 is driven via one (of two separate) camshafts 19, via a mechanism having a plunger 23, a push rod 24, and a rocker arm 25.
  • each is Piston-cylinder assembly 4 each equipped with a plurality of valves 18 per piston-cylinder assemblies 4, for example with one or two intake valves and / or with one or two exhaust valves, in which case all the valves 18 of the same piston-cylinder arrangement 4 according to the embodiment of FIG. 3 are driven together via the same associated camshaft 19.
  • the two camshafts 19 are arranged relative to the piston-cylinder assemblies 4 with respect to a separating surface between the cylinders 20 and the cylinder head 16 on the cylinder side, ie to the crankshafts 8 out.
  • OHV bottom camshafts
  • the two camshafts 19 are coupled via a common chain drive 26 with a transmission ratio of 1: 1 with a secondary shaft 27 of the piston engine 2.
  • the secondary shaft 27 is equipped with a gear 33 which engages in a gear 34 of the rotor shaft 21, wherein the two gears 33 and 34 are dimensioned so that the secondary shaft 27 is coupled with a transmission ratio of 1: 2 relative to the rotor shaft 21.
  • the toothed wheels 30 to 34 are arranged in the middle layer, ie viewed in this direction between the piston-cylinder arrangements 4 and the generator 3.
  • FIG. 4 differs from that according to FIG. 3 in that the piston motor 2 for the valves 18 of both piston-cylinder arrangements 4 has a common camshaft 19, which runs coaxially with the secondary shaft 27.
  • this single camshaft 19 is arranged so that its axis of rotation extends centrally between the longitudinal axes 5 of the piston-cylinder assemblies 4 therethrough.
  • the camshaft 19 or the camshafts 19 are realized in a so-called OHC (over head camshaft) construction, ie with regard to the separating surface between the cylinders 20 and the cylinder.
  • OHC over head camshaft
  • the camshaft 19 is coupled via a chain drive 26 with the secondary shaft 27 with the transmission ratio of 1: 1.
  • the secondary shaft 27 is identical to that of FIG. 3 executed.
  • the embodiment of FIG. 5 for controlling the cylinder 20 each have a rocker arm 25 per valve 18, wherein the camshaft 19 acts directly on the rocker arm 25.
  • FIG. 6 differs from that of FIG. 5 in that the piston engine 2 is equipped with two camshafts 19.
  • the camshafts 19 are arranged on the longitudinal axes 5 of the piston-cylinder assemblies 4 immediately adjacent to the valves 18.
  • the camshafts 19 (without rocker arm 25) act on the valves 18 directly via plunger 23.
  • the two camshafts 19 are each coupled via separate chain drives 26 with the secondary shaft 27 with the transmission ratio 1: 1.
  • FIG. 7 differs from the embodiment of FIG. 6 in that the two camshafts 19 are instead coupled via two separate chain drives 26 via a single (common) chain drive 26 which spans the secondary shaft 27 and the two camshafts 19.
  • the power generator 1 is designed in some embodiments as an auxiliary power supply for powering a vehicle electrical system with consumers, even when the main electrical power supply of the motor vehicle, for example, with switched off drive (combustion) engine with an electric generator is operable.
  • the electrical load for example, a cooling unit, an air conditioner and / or a hydraulic system, such as a hydraulically operated load arm for loading and unloading a truck.
  • the power generator 1 is arranged as a range extender 1 in the rear region of the electric vehicle 40.
  • the electric vehicle 40 is equipped with at least one electric drive motor 41 and a battery 42 as an electrical energy storage device, which can store and supply electrical energy for driving the electric vehicle 40.
  • the electric vehicle 40 and the range extender 1 are temporarily coupled to each other, in that the range extender 1 is detachably mounted in the electric vehicle 40 and is coupled in terms of power transmission and control with the electric vehicle 40.
  • the electric vehicle 40 can be supplied with electrical drive energy from the range extender 1 or the energy store 42 can be charged.
  • the Range Exten- the manufacturer 1 firmly integrated in the electric vehicle 40, so not provided for expansion by the vehicle operator.
  • the range extender 1 is arranged, for example, in the front region, for example in an engine compartment, or in the region of the passenger compartment, for instance on or below a floor assembly of the electric vehicle 40.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

L'invention concerne un générateur de courant (1) équipé d'un moteur à pistons (2) et d'une génératrice électrique (3) comportant un rotor (10). Le moteur à pistons (2) présente deux ensembles piston-cylindre (4) parallèles dont les axes longitudinaux (5) sont décalés l'un par rapport à l'autre. Le moteur à piston (2) présente en outre deux vilebrequins (8) dont les axes de rotation (9) sont parallèles, chaque ensemble piston-cylindre (4) agissant sur un des deux vilebrequins (8). Un axe de rotation (12) du rotor (10) de la génératrice (3) est agencé parallèlement aux vilebrequins (8). La génératrice (3) est agencée dans un autre plan par rapport aux deux ensembles piston-cylindre (4) vu dans la direction des axes de rotation du rotor et du vilebrequin (12, 9).
PCT/EP2012/060019 2011-05-30 2012-05-29 Générateur de courant destiné à un véhicule automobile Ceased WO2012163902A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112012002342.0T DE112012002342A5 (de) 2011-05-30 2012-05-29 Stromerzeuger für ein Kraftfahrzeug

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA793/2011A AT511552B1 (de) 2011-05-30 2011-05-30 Stromerzeuger für ein kraftfahrzeug
ATA793/2011 2011-05-30

Publications (1)

Publication Number Publication Date
WO2012163902A1 true WO2012163902A1 (fr) 2012-12-06

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AT (1) AT511552B1 (fr)
DE (1) DE112012002342A5 (fr)
WO (1) WO2012163902A1 (fr)

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WO2016003933A1 (fr) * 2014-07-03 2016-01-07 Gurney Daniel Sexton Moteur à 4 temps à annulation de moment
DE102014115042A1 (de) * 2014-10-16 2016-04-21 Obrist Technologies Gmbh Stromaggregat
WO2016058809A1 (fr) * 2014-10-16 2016-04-21 Obrist Technologies Gmbh Groupe électrogène
WO2016058811A1 (fr) * 2014-10-16 2016-04-21 Obrist Technologies Gmbh Groupe électrogène
WO2016071247A3 (fr) * 2014-11-07 2016-06-30 Obrist Technologies Gmbh Véhicule hybride
WO2017007730A1 (fr) * 2015-07-09 2017-01-12 Gurney Daniel Sexton Systèmes de moteur à quatre temps à annulation de moment
WO2017134294A1 (fr) * 2016-02-05 2017-08-10 Obrist Technologies Gmbh Groupe électrogène
JP2019148186A (ja) * 2018-02-26 2019-09-05 株式会社石川エナジーリサーチ エンジン
CN110242378A (zh) * 2019-06-27 2019-09-17 浙江吉利控股集团有限公司 一种两缸对置发动机的配气机构

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WO2016003933A1 (fr) * 2014-07-03 2016-01-07 Gurney Daniel Sexton Moteur à 4 temps à annulation de moment
US9732615B2 (en) 2014-07-03 2017-08-15 Daniel Sexton Gurney Moment-cancelling 4-stroke engine
DE102014115041A1 (de) * 2014-10-16 2016-04-21 Obrist Technologies Gmbh Stromaggregat
US10132237B2 (en) 2014-10-16 2018-11-20 Obrist Technologies Gmbh Power unit
WO2016058810A1 (fr) * 2014-10-16 2016-04-21 Obrist Technologies Gmbh Groupe électrogène
WO2016058811A1 (fr) * 2014-10-16 2016-04-21 Obrist Technologies Gmbh Groupe électrogène
CN107429611B (zh) * 2014-10-16 2020-07-17 奥柏里斯特科技有限公司 电力单元
US10605163B2 (en) 2014-10-16 2020-03-31 Obrist Technologies Gmbh Power unit
WO2016058809A1 (fr) * 2014-10-16 2016-04-21 Obrist Technologies Gmbh Groupe électrogène
DE102014115042A1 (de) * 2014-10-16 2016-04-21 Obrist Technologies Gmbh Stromaggregat
CN107107728A (zh) * 2014-10-16 2017-08-29 奥柏里斯特科技有限公司 电力单元
CN107107728B (zh) * 2014-10-16 2019-05-28 奥柏里斯特科技有限公司 电力单元
CN107429611A (zh) * 2014-10-16 2017-12-01 奥柏里斯特科技有限公司 电力单元
US10221758B2 (en) 2014-10-16 2019-03-05 Obrist Technologies Gmbh Power unit
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WO2016071247A3 (fr) * 2014-11-07 2016-06-30 Obrist Technologies Gmbh Véhicule hybride
CN107107729B (zh) * 2014-11-07 2021-07-16 奥柏里斯特科技有限公司 混合动力车辆和发电机组
CN107107729A (zh) * 2014-11-07 2017-08-29 奥柏里斯特科技有限公司 混合动力车辆和发电机组
JP2018501138A (ja) * 2014-11-07 2018-01-18 オブリスト テクノロジーズ ゲゼルシャフト ミット ベシュレンクテル ハフツング ハイブリッド車両および発電装置
WO2017007730A1 (fr) * 2015-07-09 2017-01-12 Gurney Daniel Sexton Systèmes de moteur à quatre temps à annulation de moment
JP2019505437A (ja) * 2016-02-05 2019-02-28 オブリスト テクノロジーズ ゲゼルシャフト ミット ベシュレンクテル ハフツング パワーユニット
WO2017134294A1 (fr) * 2016-02-05 2017-08-10 Obrist Technologies Gmbh Groupe électrogène
KR20180105651A (ko) * 2016-02-05 2018-09-28 오브리스트 테크놀로지스 게엠베하 발전기 세트
US10844783B2 (en) 2016-02-05 2020-11-24 Obrist Technologies Gmbh Generator set
KR102181736B1 (ko) * 2016-02-05 2020-11-24 오브리스트 테크놀로지스 게엠베하 발전기 세트
CN108474319A (zh) * 2016-02-05 2018-08-31 奥柏里斯特技术有限公司 发电机组
CN108474319B (zh) * 2016-02-05 2021-07-30 奥柏里斯特技术有限公司 发电机组
JP2019148186A (ja) * 2018-02-26 2019-09-05 株式会社石川エナジーリサーチ エンジン
JP7025106B2 (ja) 2018-02-26 2022-02-24 石川新能源研究院（安徽）有限公司 エンジン
CN110242378A (zh) * 2019-06-27 2019-09-17 浙江吉利控股集团有限公司 一种两缸对置发动机的配气机构

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AT511552A1 (de) 2012-12-15
DE112012002342A5 (de) 2014-03-06
AT511552B1 (de) 2015-02-15

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