Prime-mover dynamo plants – Traction
Patent
1995-09-13
1998-01-06
Stephan, Steven L.
Prime-mover dynamo plants
Traction
180 654, 290 10, B60L 1102, B60L 1112
Patent
active
057058598
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention is directed to a non-railbound vehicle having at least one driving wheel coupled with an electric motor that is supplied with electric current via power electronics that are influenced by an electronic control based upon a power requirement selected by a driver of the vehicle via an accelerator pedal. The current produced by a generator is coupled with the internal combustion engine and a vehicle battery is provided for supplying power to accessories of the vehicle which consume electricity.
2. Discussion of the Prior Art
A drive system for non-railbound vehicles which are outfitted with an internal combustion engine whose output shaft is coupled with an electric generator is known from the publication "Vehicle transmissions--present vehicle are connected with electric driving motors which draw their driving power from the generator. Because of the comparatively high output required to drive the vehicle, the generator operates in the medium-voltage range (e.g., 650 volts). A low-voltage power supply (e.g., 12 or 24 volts) in the form of a suitable vehicle power supply with a vehicle battery is provided as is customary (also for safety reasons) for the secondary or accessory electrical consumers found in the vehicle such as interior and exterior illumination, ventilator motors, windshield defroster, passenger compartment heating system, electric window openers, etc.
In conventional vehicles, the power supply for accessory electrical consumers is generally provided by a small electric generator, also known as a dynamo, which is driven by the internal combustion engine. The dynamo also supplies the current required for charging the vehicle battery which is then available for supplying current to the accessory electrical consumers when the dynamo supplies insufficient current (low speed, many consumers turned on) or none at all (internal combustion engine not in operation). An electric motor (starter) supplied with power by the vehicle battery is used for starting the internal combustion engine and drives the internal combustion engine in low gear via a large speed reduction (e.g., 1:15).
It has already been mentioned in the publication VDI-Report 878 that the generator producing the current for the electric driving motors can take over the function of the dynamo and starter. However, no further details are given.
The starter of an internal combustion engine is a special electric motor rated for relatively low speeds and high torque. It must be capable of turning the crankshaft of the internal combustion engine over the top dead center in the individual cylinders. The starting of the internal combustion engine usually takes place at speeds in the range of 100-300 min.sup.1. The starter is only designed for short-term operation and, as concerns its current supply, is designed for connection to a standard vehicle battery, normally, 12 or 24 volts.
However, the generator which is coupled with the crankshaft in a vehicle of the generic type with an all-electric power transmission in the drive train has an entirely different design. It must be suitable for constant use and, as a rule, operates at appreciably higher speeds of the internal combustion engine (e.g., 750-5500 min.sup.-1). Its voltage level is also appreciably higher than that of a starter motor, e.g., 90-650 volts, depending on the speed of the internal combustion engine, and thus lies in the medium-voltage range. In principle, the generator can be operated as an electric motor and can accordingly be used as a starter. However, the relatively high torque which must act on the crankshaft for the starting process must be taken into account. Due to its different design, the generator delivers such torque in motor operation only when it is supplied with a sufficiently high voltage. This does not pose a problem as long as there is an electric energy accumulator such as that which has already been suggested for storage of useful energy when braking the vehicle. Such an energy accumulator pro
REFERENCES:
patent: 4808224 (1989-02-01), Anderson et al.
patent: 5155373 (1992-10-01), Tsuchiya et al.
patent: 5164623 (1992-11-01), Shkondin
patent: 5402046 (1995-03-01), Jeanneret
Karg Erich
Lutz Dieter
Cuneo Christopher
Mannesmann Aktiengesellschaft
Stephan Steven L.
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