Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 02296541 2000-O1-10
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ELECTRICAL TRANSMISSION UNIT
The invention is relative to an electrical transmission unit as well as to a
drive arrangement for a vehicle, especially a non-railborne vehicle with at
least
one internal combustion engine, a generator and a drive motor.
The use of drives in which an internal combustion engine is connected to
a generator for the production of current and in which the drive is brought
about
by an electromotor fed by said generator is currently being discussed,
especially
for street vehicles. Particular attention is to be called here to the so-
called diesel-
electric drives.
Such a drive is known for a non-railborne vehicle, for example, from
European patent EP 0,527,145 B 1. This vehicle is distinguished in particular
in
that the internal combustion engine and the generator are combined to a so-
called
internal combustion engine - generator group.
Special drive concepts for vehicles with an internal combustion engine and
a generator in which so-called permanent-magnet motors are used as drive
motors
are known from "Drive Systems with Permanent Magnet Synchronous Motors"
in Automotive Engineering, February, 1995, pp. 75-81.
The use of diesel-electric drives, especially in commercial [utility]
vehicles,
is described in the publication "Ein elektrischer Einzelradantrieb fvir City-
Busse
der Zukunft" [German - "An Electrical Individual-Wheel Drive for City Busses
of the Future"], B. Wiist, R. Miiller, A. Lange in "Der Nahverkehr" [German -
"Local Service"], 6/94, Alba Fachverlag, Dusseldorf, pp. 1-7. The disclosed
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content of all previously cited publications is included to its complete
extent in the
present application.
In all drive arrangements known from the cited state of the art the generator
was arranged in the vicinity of the internal combustion engine or flanged
directly
onto it. A plurality of electric leads from the generator for supplying the
drive
machines had to be placed through the vehicle. This was associated with a
significant manufacturing expense. The concepts known from the state of the
art
had the further, quite significant disadvantage that the vehicle chassis
required
considerable reworking in order to be able to mount the diesel-electric drive
into
a vehicle instead of a conventional drive.
Therefore, the invention has the problem of indicating a transmission unit
or drive arrangement with which the disadvantages cited above from the state
of
the art can be avoided. In particular, it should become possible with the aid
of the
invention to readily retool [convert] a vehicle chassis used for a
conventional
internal combustion engine drive to a diesel-electric drive. This should bring
it
about that customers' desires can be responded to in a flexible manner without
expensive reconstructions on the vehicle chassis being necessary.
In order to solve the problem cited above, the invention suggests combining
at least one generator and at least one drive motor to at least one
replaceable
electrical transmission unit so that the at least one transmission unit can be
arranged in a drive arrangement on the vehicle chassis spatially in the
vicinity of
the axle to be driven and replaced there.
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It is especially advantageous if the electrical transmission unit has outer
dimensions corresponding to those of an automatic transmission as regards the
mounting dimensions. This makes it possible that it can be indicated when a
vehicle is ordered whether a conventional drive or a diesel-electric drive is
desired. Depending on which choice is made, the automatic transmission
required
for the conventional drive can be readily replaced by an electrical
transmission
unit comprising at least one generator and one drive motor. An especially
simple
replacement of an automatic transmission by an electrical transmission unit is
achieved if the transmission unit has fastening points and if these fastening
points
are arranged in such a manner that the fastening spots provided for the
automatic
transmission in the vehicle frame or vehicle chassis can be used for the pre-
assembled electrical transmission unit.
A number of electrical or electronic components are required for supplying
the drive motors with [by] the generators) of the electric transmission unit.
Controls, inverters, etc. are cited here by way of example. These components
are
included in the transmission unit in an advantageous embodiment of the
invention.
Such an arrangement is particularly space-saving.
In order to adapt the speed of the generator and of the internal combustion
engine it is possible to house a transmission connected in front of the
generator
in the frame.
If the electrical transmission unit comprises several drive motors the latter
act in an advantageous embodiment via a summation [mixer, integrating]
transmission, which can also be housed in the carrier frame, on a common drive
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shaft. If exactly two drive motors are provided, they are arranged in such a
manner in a preferred embodiment that the drive shafts of the wheels can be
directly driven.
It can be provided in a simple embodiment that the transmission unit
comprises only a single drive motor. The transmission of power onto the wheels
then takes place, e.g., via a transmission connected after [downstream from]
the
drive motor and also comprised by the transmission unit.
In the case of space problems it can be advantageous for the transmission
unit to arrange the drive motors) and/or the transmission on the power take-
off
side oi~set by an angle in relation to the generator. Such a solution is
advantageous in particular for drive arrangements comprising more than one
electrical transmission unit.
Provision is made in a first embodiment of the invention that the
replaceable transmission unit comprises a carrier frame in which the
individual
units of the transmission unit, such as, e.g., the generator or the drive
motor, are
mounted. The fastening points of the transmission unit for the suspension in
the
vehicle chassis can then be arranged on the carrier frame itself.
In an alternative embodiment the individual components are connected to
each other in a self supporting manner. This makes possible a global
arrangement with smaller dimensions than in an embodiment with a carrier
frame.
In addition to a constant drive of the generator by an internal combustion
engine, a hybrid drive is also conceivable, or a drive in which the electrical
CA 02296541 2000-O1-10
current for the drive motors is made available from an energy store, e.g.,
a battery.
The invention is described in an exemplary manner in the following with
reference made to the figures.
Figure 1 shows a top view onto a transmission unit in accordance with the
invention with a carrier frame according to a first embodiment of the
invention.
Figure 2 shows a side view of the first embodiment of the transmission unit
with carrier frame according to figure 1.
Figure 3 shows a top view onto a second embodiment of the invention in
which the transmission unit mounted in a carrier frame comprises two traction
motors.
Figure 4 shows a top view onto a further embodiment of the invention in
which the transmission unit comprises several traction motors mounted in a
carrier
frame and comprises a summation transmission.
Figure 5 shows a top view onto an embodiment of the invention in which
the transmission unit mounted in a carrier frame comprises a traction motor
and
a transmission connected in downstream.
Figure 6 shows a top view onto a further embodiment of the invention in
which the transmission unit mounted in a carrier frame comprises a generator
and
a traction motor offset by 90 ° relative to it.
Figure 7 shows a self supporting transmission unit comprising a drive motor
and a generator.
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Figure 8 shows a self supporting transmission unit comprising two traction
motors.
Figure 9 shows a self supporting transmission unit comprising several
traction motors and a summation transmission.
Figure 10 shows a self supporting transmission unit comprising a traction
motor and a downstream transmission.
Figure 11 shows a self supporting transmission unit comprising a generator
and a traction motor offset by 90 ° relative to it.
Figure 1 shows a first embodiment of the invention in a top view. The
electrical transmission unit of the drive arrangement shown comprises
generator
1 and drive motor 3. Generator 1 and drive motor 3 are arranged in common in
Garner frame 5. The transmission unit can be mounted close to the wheels in
the
vehicle chassis. Generator 1 is coupled via shaft 7 to the internal combustion
engine (not shown) of the drive arrangement. Drive motor 3, which is
preferably
a so-called transversal-flux machine as described, e.g., in "Ein elektrischer
Einzekadantrieb fair City-Busse der Zukunft" [German - "An Electrical
Individual-Wheel Drive for City Busses of the Future"], B. Wiist, R. Miiller,
A.
Lange in "Der Nahverkehr" [German - "Local Service"], 6/94, Alba Fachverlag,
Dusseldorf, pp. 1-7, or in DE 37 OS 089, the disclosed content of which is
totally
included in this application, is connected via driven shaft 9 to the drive
wheels
(not shown) arranged in the vicinity. Driven shaft 9 can act directly on the
drive
wheels or via an axial transmission on, e.g., the rear wheels. However, it is
also
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possible that driven shaft 9 acts on a planet transmission [p. gear, p.
gearing]
arranged in the wheel hub, as is disclosed, e.g., in DE 195 27 951, the
disclosed
content of which is totally included in the present application.
In addition to a feeding of drive motor 3 by current produced in generator
1, a feeding of drive motor from an energy store, e.g., a battery, can also be
provided. Such a supplying of the drive motors is known, e.g., from the
publication "Drive Systems with Permanent Magnet Synchronous Motors" in
Automotive Engineering, February, 1995, pp. 75-79, the disclosed content of
which is totally included in the present application. The energy store
arranged
outside of the electrical transmission unit surrounded by carrier frame 5 is
not
shown in more detail in figure 1. Fastening means, e.g., fastening points 11,
can
be provided on carrier frame 5. It is especially advantageous if these
fastening
points coincide with the fastening points of a traditional automatic
transmission
in the vehicle chassis. It is especially easy then to substitute the
electrical
transmission unit combined in carrier frame 5 for an automatic transmission.
Drive shaft 7 as well as driven shaft 9 already used for an automatic
transmission
simply have to be connected then to the electrical transmission unit instead
of to
the automatic transmission.
It can be provided in a further development of the invention that the
electrical and/or electronic components such as, e.g., inverters, etc, are
also
housed in carrier frame 5. They can be arranged between generator 1 and drive
motor 3 in space 13 indicated in dotted lines in the present exemplary
embodiment.
_ __ _._
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Figure 2 shows the embodiment of an electrical transmission unit according
to figure 1 in a side view. Carrier frame 5, which receives generator 1 and
also
traction motor 3, can be especially well recognized. Drive shaft 7, which
connects the internal combustion engine and the generator to one another, can
be
well recognized, as can driven shaft 9, which acts from the traction motor on
the
drive wheels. Carrier frame 5 is designed to be open at the top in a trough-
like
manner in the present exemplary embodiment. Of course, other design shapes
than the one shown of carrier frame 5 open at the top are also conceivable.
For
example, the carrier frame could also be entirely closed or composed segment
by
segment from a framework [skeleton].
Figure 3 shows another embodiment of an electrical transmission unit with
carrier frame in a top view. This second embodiment of the invention is
distinguished in that the electrical transmission unit comprises generator 1
and two
traction motors 3.1, 3.2. Each traction motor 3.1, 3.2 acts on a driven shaft
9. l,
9.2, which for its part drives the wheels. The driven shaft is designated by
7, as
in figure 1, and for the rest the same reference numerals as in figures 1 and
2
apply to the same components.
The embodiment shown in figure 4 comprises several drive motors.
Generator 1 and drive motors 3. l and 3.2 are again arranged in a common
carrier
frame 5. Generator 1 is driven by drive shaft 7 from the internal combustion
engine. The electrical current is supplied to the traction motors and drive
motors
3.1, 3.2. Drive motors 3.1, 3.2 act in concert on summation transmission 15
also
arranged in the carrier frame. Thus, the two drive motors 3.1, 3.2 act [work]
via
__ ,
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summation transmission 15 on common drive shaft 9, which for its part is
connected to the drive wheels.
Figures 5, 6 show other variants of the invention with only one drive motor
3 per transmission unit of the invention. According to figure 5 generator 5
and
drive motor 3 are arranged within carrier frame 5. Transmission 17, which acts
on drive shaft 9, is inserted after [downstream from] drive motor 3.
Transmission
17 is housed within frame 5, as are generator 1 and drive motor 3. Instead of
transmission 17, a torque converter can also be provided. Another transmission
19 is placed in front of generator 1. This transmission 19 can serve to adapt
the
speed between transmission and drive motor.
Figure 6 shows an arrangement of the invention in which an arrangement,
offset by any desired angle, between generator 1 and drive motor 3 was
selected
on account of the mounting conditions. In the embodiment shown this angle is
90°. Of course, any other arrangement is conceivable in accordance with
what
mounting conditions are present. The 90 ° arrangement is especially
suitable for
vehicles with transversally mounted internal combustion engine which would
require a right-angle gear drive [V-drive] between transmission and axle in
the
case of a conventional transmission. It is of course also possible to offset
the
transmission on the drive or driven side by any desired angle too relative to
the
generator or the drive motor. During the mounting into a vehicle two such
transmission units could be arranged adjacent to one another with each
individual
transmission unit of the invention arranged in its own carrier frame.
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Figures 7 to 11 show, as do the embodiments according to figures 1 to 6,
a plurality of different arrangements of the individual components of the
transmission unit in a self supporting construction. Components which are the
same as in figures 1 to 6 are also designated in figures 7 to 11 with the same
reference numerals.
Figure 7 shows a first embodiment of the self supporting construction. The
electrical transmission unit of the drive arrangement shown comprises
generator
l and drive motor 3. Generator 1 and drive motor 3 are connected to one
another
in a self supporting manner. The transmission unit can be mounted close to the
wheels in the vehicle chassis. Generator 1 is coupled via shaft 7 to the
internal
combustion engine (not shown) of the drive arrangement. Drive motor 3, which
is preferably a so-called transversal flux machine, is connected via driven
shaft 9
to drive wheels (not shown) arranged in the vicinity. Driven shaft 9 can act
directly on the drive wheels or via an axial transmission on, e.g., the rear
wheels.
However, it would also be possible that driven shaft 9 acts on a planet
transmission arranged in the wheel hub.
In addition to feeding drive motor 3 by current produced in generator 1 it
can also provided that the drive motor is supplied from an energy store, e.g.,
a
battery. The energy store is not shown in more detail in figure 7. The self
supporting construction can comprise fastening means. It is especially
advantageous if these fastening points of the fastening means are arranged in
such
a manner, as already in the construction with carrier frame, that they
coincide with
the fastening points of a traditional automatic transmission in the vehicle
chassis.
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It is especially easy then to substitute the electrical transmission unit for
an
automatic transmission. Drive shaft 7 and driven shaft 9 already used for an
automatic transmission simply have to be connected then to the electrical
transmission unit instead of to the automatic transmission.
It can be provided in a further development of the invention that the
electrical and/or electronic components such as, e.g., inverters, etc. are
arranged
in the vicinity of the fastening points.
Figure 8 shows a second embodiment of a self supporting, electrical
transmission unit in a top view. This embodiment is distinguished in that the
electrical transmission unit comprises a generator 1 and two traction motors
3.1,
3.2. Each traction motor 3.1, 3.2 acts on a driven shaft 9.1, 9.2 which for
its part
drives the wheels. The driven shaft is designated by 7, as in figure 7, and
for the
rest the components which are the same as those in figures 1 to 7 have the
same
reference numbers.
Figure 9 shows another embodiment of a self supporting, electrical
transmission unit with several drive motors. Generator 1 is driven by drive
shaft
7 from the internal combustion engine. The electric current is supplied to the
traction motors and drive motors 3.1, 3.2. Drive motors 3. l, 3.2 act in
tandem on
summation transmission 15. Thus, both drive motors 3.1, 3.2 act via summation
transmission 15 on common driven shaft 9, which for its part is connected to
the
drive wheels.
Figures 10 and 11 show further variants of the self supporting embodiment
with only one drive motor 3 per transmission unit of the invention. According
to
_.... ~.__~ .. . . .
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figure 10 the self supporting embodiment comprises a generator 1 and drive
motor
3. Transmission 17, which acts on drive shaft 9, is arranged after drive motor
3.
Instead of transmission 17 a torque converter can also be provided. Another
transmission 19 is placed in front of generator 1. This transmission 19 can
serve
to adapt the speed between transmission and drive motor.
Figure 11 shows an arrangement of the invention in which an arrangement
offset by any desired angle between generator 1 and drive motor 3 was selected
on account of the mounting conditions. This angle is 90 ° in the
embodiment
shown. Of course, any other arrangement is conceivable, according to which
mounting conditions are present. The 90 ° arrangement is especially
suitable for
vehicles with transversally mounted internal combustion engine which would
require a right-angle gear drive [V-drive] between transmission and axle in
the
case of a conventional transmission. It is of course also possible to offset
the
transmission on the drive or driven side by any desired angle too relative to
the
generator or the drive motor. During the mounting into a vehicle two such
transmission units could be arranged adjacent to one another with each
individual
transmission unit of the invention arranged in its own carrier frame.
Thus, the present invention presents for the first time an electrical
transmission unit which permits an exchange with a conventional automatic
transmission in a simple manner. The possibility of pre-assembly is a further
advantage of the electrical transmission unit. As a result of the pre-assembly
the
logical ["logistical" might be meant here. It is used in the second patent
translated
in this batch of two.] complexity for the user, e.g., the commercial vehicle
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manufacturer, is simplified. It can be provided in an even more advantageous
embodiment that the cooling-water lines can also be pre-assembled, so that the
complexity for this is significantly simplified in comparison to traditional
arrangements.
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