Prime-mover dynamo plants – Electric control – Engine control
Reexamination Certificate
1998-12-14
2001-08-21
Ponomarenko, Nicholas (Department: 2834)
Prime-mover dynamo plants
Electric control
Engine control
C180S065510
Reexamination Certificate
active
06278196
ABSTRACT:
BACKGROUND OF THE INVENTION
The invention relates to a motor vehicle comprising a combustion engine, a mechanical drive line coupled with the shaft of the combustion engine, and an electric generator driven by the combustion engine.
The present invention concerns specifically the formation and arrangement of the electric generator. In conventional motor vehicles, the generator is driven by the output shaft of the combustion engine via a V-belt. The electric power demand has increased greatly in recent years not only for road vehicles, but also for motor trucks, buses and the like, so that the electric generator (alternator) has been made increasingly efficient. If necessary, a plurality of electric generators has been provided.
The usual board wiring voltages (12 V/24 V), in case of high-power electric loads, necessitate correspondingly high currents. The cross-sectional areas of lines must be selected correspondingly large.
SUMMARY OF THE INVENTION
It is the object of the invention to make available a motor vehicle of the type indicated hereinbefore, in which relatively high electric power can be supplied by the electric generator despite a compact construction.
This object is met according to the invention in that the generator is disposed with is rotor coaxial to the shaft of the combustion engine between the latter and the input of the drive line, and is driven directly by the shaft, and in that the electric output of the generator is connected to a power electronics unit.
It is preferred to equip the rotor with (high-energy) permanent magnets. Rotor and stator of the generator are advantageously disposed spatially between the combustion engine and the drive line and form a modular unit which can be mounted quickly and without a problem.
Due to the fact that there is no intermediate mechanical connection between combustion engine and generator, i.e. in particular as the belt drive in conventional vehicles is omitted, a compact construction is obtained. The drive line is coupled directly to the electric generator and contains on the input side e.g. an automatic transmission with a torque converter or a shift transmission with a clutch.
With conventional engines there is enough space available in the area of the output shaft of the engine to accommodate the electric generator that is preferably formed as a thin disk. Due, to the permanent-magnetic excitation, one can make good use of the structural space available for the generator, thereby achieving high torque and thus high electric power in relation to the volume and weight of the generator. The electric power of the generator is preferably in the range between 5 and 10 kW. The generator can thus easily provide the power to be delivered in conventional vehicles. However, a generator with the described arrangement and construction can also easily realize far higher powers (>50 kW) which are needed for example in heavy vehicles when secondary or additional loads normally driven mechanically are advantageously changed to electric drive (e.g. steering booster pumps, air-conditioning or cooling units and the like).
For being able to design the generator in compact manner as a module, the diameter is selected relatively large while the axial length is relatively small.
It is possible to give the generator a so-called inside rotor construction, in which the rotor rotating with the crankshaft of the combustion engine is on the inside while the stator is disposed radially outside the rotor.
However, the so-called outside rotor construction has certain advantages. When the rotor is outside and the stator inside with this outside rotor construction, one can utilize the then especially high mass moment of inertia of the rotor, so that no additional flywheel is required in addition to the rotor. This holds equally for the inside rotor design with a correspondingly high mass moment of inertia of the rotor.
The design of the generator with a rotor and a stator each formed as a thin-walled cylinder leaves enough space in the area of the axis of the engine shaft to permit parts of the transmission or clutch to be received therein. This permits the overall constructional length of combustion engine/generator/transmission to be kept very short. A particularly favorable ratio of mounting diameter to mounting length of the generator has turned out to be a value of 2 or more. That is to say, the diameter of the generator is at least twice as large as the axial length thereof.
The rotor can take over a further function of the fly-wheel by being equipped with external teeth meshing with the pinion of the starter motor. This possibility can be realized especially easily with the outside rotor construction, but is also possible with an inside rotor if the stator is mounted suitably.
The torque to be applied for starting the combustion engine need not be applied solely by the electric starter motor; the generator itself can operate as a motor to support the separate starter motor or even replace it completely for starting the combustion engine. The generator is then fed by the on-board battery via the afore-mentioned power electronics unit, so that the torque supplied by the generator operating as a motor supports the starter motor. With an especially strong generator, the torque thereof might possibly suffice alone for starting the combustion engine, so that a separate starter can be dispensed with. A special measure of the invention provides for the use of a separate electronic assembly for the motor mode of operation. This permits both the generator and the motor mode of operation to be represented with assemblies designed for each particular case.
The modular generator is expediently provided with input-side and output-side standard flanges so that it can be coupled with the engine block and gearbox, respectively, without requiring any special adaptation measures. The generator can be manufactured in different overall sizes/power outputs and is provided with standard flanges.
The power electronics unit serves as a commutating means which first converts the alternating voltage delivered by the generator into a direct voltage and forms a direct-voltage intermediate circuit. The voltage in the direct-voltage intermediate circuit is preferably between 100 and 1000 volts. With this direct voltage, separate electronic assemblies can produce different direct voltages and alternating voltages with the suitable frequency and amplitudes for special loads. However, the direct voltage of the intermediate circuit can also be used directly for providing power to corresponding loads.
Another possibility consists in giving the power electronics unit e.g. a direct converter design so that it supplies the voltages and frequencies required by the various loads directly at its output terminals.
Due to the relatively high voltage in the direct-voltage intermediate circuit, it is possible to feed certain loads with relatively high voltage, for example heating elements which require a relatively high amount of power. The relatively high voltage permits the use of lines with comparatively small line cross-sectional area. In addition, it is favorable for the dimensioning of semiconductor switches.
It is expedient to provide the power electronics unit with an automatic control system for controlling and regulating the loads connected on the output side with respect to the electrical power drawn by them. This is preferably done according to preset values to be achieved by the loads (for example the temperature of the cooling unit). This system can be part of the power electronics unit itself or be provided as separate control acting on individual loads or load groups.
An independently protected measure of the invention consists in that the automatic control system of the power electronics unit serves to control the operation of the combustion engine.
When a certain power is taken up from the engine by the drive line for driving the vehicle, the power electronics unit can control the engine in such a way that the mechanical power required for an electrical output powe
Ehrhart Peter
Heeg Manfred
Kinberg Robert
Magnet-Motor Gesellschaft fuer Magnet-Motorische T{overscore (e)
Ponomarenko Nicholas
Spencer George G.
Venable
LandOfFree
Motor vehicle with electrical generator does not yet have a rating. At this time, there are no reviews or comments for this patent.
If you have personal experience with Motor vehicle with electrical generator, we encourage you to share that experience with our LandOfFree.com community. Your opinion is very important and Motor vehicle with electrical generator will most certainly appreciate the feedback.
Profile ID: LFUS-PAI-O-2448217