Vehicle drive system and vehicle equipped with such a drive system

Abstract

The utility model relates to a transport tool driving system, the transport tool is driven by at least one motor, the electric energy of the motor is obtained from a storage battery (storage battery) or from additional vehicle-mounted fuel by means of an internal combustion engine, and the transport tool is not directly driven by the internal combustion engine. The utility model further relates to a transport tool provided with the driving system. The utility model relates to a vehicle drive system consisting essentially of a modular unit comprising a drive unit (1) and an electric motor (12) for driving the vehicle, the drive unit (1) comprising an internal combustion engine (2) which is connected to a generator (3) directly or indirectly by means of a flange on the crankshaft side, and a battery unit (17) connected to the generator (3) by means of a flange on the crankshaft side. The utility model relates to a drive unit (1) for a motor vehicle, in particular a motor vehicle, and a supercharger (5) is connected directly or indirectly on the opposite side of the crankshaft by means of a flange, or the drive unit comprises a turbocharger arranged in the exhaust gas system of the drive unit (1), or the drive unit (1) comprises a free piston engine with a linear generator.

Description

Technical Field

[0001] This invention relates to a vehicle drive system in which the vehicle is driven by at least one electric motor, the electric motor being powered by an energy storage device (battery) and by additional onboard fuel obtained via an internal combustion engine, but the vehicle is not directly driven by the internal combustion engine. This invention also relates to vehicles equipped with such a drive system. The applicable vehicles of this invention refer to all vehicles driven by electric motors, such as cars, trucks, buses, motorcycles, railway locomotives, ships, and other similar vehicles. Background Technology

[0002] Currently, the development of road vehicles with pure electric drive systems or hybrid drive systems including electric motors and internal combustion engines has received significant attention globally. This is primarily due to the need to reduce pollutant emissions from current road traffic, especially carbon dioxide emissions. The most important goal is to achieve completely zero-emission driving in urban areas using electric drive systems.

[0003] Currently, approximately one million new electric vehicles are registered annually. In comparison, global new car registrations total 70 million, while the existing fleet of internal combustion engine passenger cars is around 1.5 billion. To achieve ambitious climate goals, only electric vehicles using clean energy should be permitted for sale from now on, but this is unrealistic.

[0004] Electric vehicles, such as electric two-wheelers, small electric motorcycles, and electric motor vehicles, as well as partially electric motor vehicles, are known. Some electric vehicles are equipped with hybrid drive systems, which include another energy conversion device in addition to the electric motor, typically a common internal combustion engine.

[0005] Furthermore, motor vehicle propulsion systems equipped with internal combustion engines currently rely almost entirely on fossil liquid fuels, the supply of which is limited. Therefore, it is foreseeable that the price of this fuel will rise significantly in the future, which will also increase the demand for alternative propulsion systems.

[0006] Currently, the problem with all pure electric vehicles is their limited driving range, especially the heavy batteries. Even with high-performance batteries, achieving a driving range of several hundred kilometers is extremely costly.

[0007] Battery electric vehicles (BEVs) are heavy due to the weight of their batteries. To achieve long driving ranges, even larger and heavier batteries are needed. This is especially critical for vehicles approaching the weight limits of sedans, as exceeding these limits would prevent them from being driven with a sedan driver's license. For example, Sprinter-class vehicles and motorhomes face this issue. Even very large SUVs typically weigh over 2000 kg.

[0008] Another type of vehicle with a combined drive system is the so-called full hybrid vehicle, which is already widely available on the market. An inherent drawback of full hybrid drive systems is the need for a large energy storage capacity, which in turn affects performance due to the increased overall vehicle weight.

[0009] It is known that some hybrid vehicles are configured to supply external power to devices and other external electrical equipment within the vehicle. Some of these hybrid vehicles can supply power not only from the electricity stored in the onboard battery but also from electricity generated by a generator driven by the engine. Traditional hybrid systems, as the vehicle's drive system, use a single power unit connected to a motor / generator. While this combination already achieves significant fuel savings, there is still room for improvement in driving performance and emissions reduction.

[0010] Hybrid vehicles are typically powered by an electric motor and / or an internal combustion engine, and can be driven in various modes, including EV drive mode and engine drive mode. In EV drive mode, the vehicle is driven solely by the electric motor, while in engine drive mode, it is driven solely by the internal combustion engine. In EV drive mode, only the energy stored in the battery and the electric motor are used for propulsion. This drive mode is used during start-up and low-speed driving.

[0011] Hybrid drive designs can be categorized by their system architecture (tandem, parallel, or power-split hybrid) or by their level of electrification (mild hybrid, mild hybrid, full hybrid, or range-extended). Plug-in hybrid electric vehicles (PHEVs) are an extension of this hybrid technology. They particularly allow for further reductions in fuel consumption because their energy storage devices can be charged not only by existing internal combustion engines and / or through energy recovery, but also by the power grid.

[0012] Internal combustion engines perform optimally when warm, but this typically takes 5 to 20 minutes to reach during driving. During this warm-up period, oil viscosity is high, leading to increased frictional torque. Furthermore, low coolant temperatures prevent adequate cabin heating, compensating for comfort and sometimes requiring energy-intensive electric heaters. The combustion process itself is also negatively affected by the low temperature of the combustion chamber walls.

[0013] Wall heat loss has increased slightly, while emissions of unburned hydrocarbons and carbon monoxide have also tended to worsen. Therefore, given the increasing demands for energy efficiency, emissions, and comfort, efforts have been intensified in recent years to shorten the warm-up period and minimize related adverse effects. These measures are generally referred to as "thermal management."

[0014] Reaching operating temperature is particularly important for exhaust gas treatment, which is achieved in gasoline engines operating on a stoichiometric basis through a three-way catalytic converter. The conversion rate within the catalytic converter is highly temperature-dependent; at cold conditions, harmful substances do not undergo conversion / reduction, while under warm engine conditions, near-complete conversion / reduction occurs. The rapid increase in conversion rate at a certain temperature limit is known as "light-off."

[0015] Therefore, to achieve low total emissions, it is necessary to minimize the time from engine start-up to catalytic converter ignition, and also to reduce raw emissions during this phase as much as possible. This is achieved through internal engine measures ("catalytic converter heating"), which, while increasing fuel consumption during this relatively short phase of the cycle, is acceptable.

[0016] DE 10 2008 027 620 A1 relates to a method of operating an electric motor in a hybrid electric vehicle (HEV) whose powertrain includes an internal combustion engine, particularly a conventional naturally aspirated engine, turbocharged engine, or turbocharged engine that can burn stoichiometrically or lean-burn fuel. The strategy utilizes dynamic limitations of the internal combustion engine in terms of torque response and emissions to restrict permissible values ​​for electrical auxiliary equipment used in vehicle driving and to control available equipment in the hybrid electric vehicle to reduce vehicle emissions and achieve better performance and improved driving behavior.

[0017] DE 10 2020 112 747 A1 relates to a range extender (REX) comprising an internal combustion engine and an electric motor, wherein the internal combustion engine is designed as a horizontally opposed cylinder engine with paired opposed connecting rods. The engine control circuit is designed to enable synchronized ignition of the cylinders regardless of engine speed. The crankshaft of the internal combustion engine is connected to the rotor of the electric motor, thereby causing the electric motor to apply a balancing torque to the crankshaft rotation via a generator control circuit. Because the generator control circuit is designed to control the electric motor to operate as a generator during the piston's working stroke and at least temporarily as a motor during other strokes, the range extender (REX) can be designed to vary the engine speed (N) of the internal combustion engine according to the vehicle speed (V) and throttle position, thereby simulating the engine sound of an internal combustion engine with a gearbox.

[0018] DE 11 2009 003 767 T5 describes a tandem hybrid drive design that divides the ICE drive unit into two independent power unit modules: a primary power unit providing maximum efficiency and a secondary power unit providing maximum power and acceleration. Furthermore, the EM is an electric starter motor / generator (“EM / G”), which serves as a power source for low-speed phases and can be used alone or in combination with the main ICE output, or, as needed, with both the primary and secondary power units to provide additional power. The EM / G can also operate in generator mode, providing the electrical energy required for battery charging and brake assistance.

[0019] US2009 / 0 025 371A relates to a hybrid vehicle, a hybrid vehicle drive system, and a method for an exhaust gas treatment device for an internal combustion engine in a hybrid vehicle, the hybrid vehicle also having an additional power source. The internal combustion engine has a crankshaft and at least one cylinder, wherein the hybrid vehicle further includes a fuel storage device and a fuel supply device, wherein the exhaust gas treatment device is arranged downstream of the cylinder. When the engine is not operating, the exhaust gas treatment device is supplied with air and fuel, which causes the fuel to oxidize in the exhaust gas treatment device to maintain its temperature within its activation range. Air can be provided by driving the engine to rotate via the additional power source, and the amount of air can be controlled by a throttle valve in the engine intake manifold.

[0020] WO 2012 / 056 275A1 describes a hybrid drive system comprising an internal combustion engine and a generator, having two parallel cylinder piston units housed in the same housing. The pistons are connected to respective independent crankshafts via corresponding rocker arms, and the crankshafts are engaged with each other in opposite directions via gears. Because the two crankshafts are engaged by gears, the internal combustion engine can be combined with the generator in a very compact structure, such that the gears mounted on the generator shaft and the crankshaft gears are arranged in the same plane.

[0021] WO 2010 / 145 628A1 relates to a drive unit for a motor vehicle, comprising an internal combustion engine having at least two combustion chambers, specifically within combustion cylinders, in which a fuel-air mixture is sequentially burned. Each combustion chamber is associated with another working chamber in the form of an expansion cylinder, where an exhaust gas mixture exiting the combustion chamber expands and performs work, outputting mechanical work to a driven shaft, which is then transferred to the exhaust outlet. According to this invention, a first electromechanical energy conversion device is mechanically connected to the driven shaft of the internal combustion engine and exchanges electrical energy with an electrical energy storage unit. Another electromechanical energy conversion device is mechanically connected to at least one axle of the motor vehicle and also exchanges electrical energy with the electrical energy storage unit. This is applied in passenger cars.

[0022] DE 34 34 532 C1 describes a power supply system for a motor vehicle with an internal combustion engine, wherein the vehicle engine is equipped with a free-piston Stirling engine with a linear generator, wherein electrical energy generated by the linear generator is supplied to batteries and electrical devices.

[0023] US 5,172,784 A describes a drive system for an electric hybrid vehicle, comprising a free-piston internal combustion engine equipped with an integrated linear current generator and a pulse frequency controller. The free-piston internal combustion engine is designed for the combustion of non-polluting fuels, such as ethanol, natural gas, or propane.

[0024] All of the above solutions, especially battery-electric vehicles, face the problem of short driving range, which is attributed to insufficient battery capacity or inadequate fuel tank volume.

[0025] Therefore, a solution is needed to address these issues efficiently, cost-effectively, and rapidly reduce the substantial carbon dioxide emissions caused by internal combustion engines, which are considered one of the causes of current climate change. The short driving range of existing environmentally friendly vehicles, whether relying on fuel tanks or batteries, makes it difficult to find a reasonable technological solution to these problems.

[0026] The average daily driving distance is less than 100 kilometers. Regulations require electric vehicles to have a minimum driving range of approximately 100 kilometers. Designing batteries for this range and using series hybrid powertrains for greater range can significantly reduce overall vehicle weight, resulting in a lighter vehicle design. Batteries no longer need to be charged with high currents at fast-charging stations. The grid load is significantly reduced, alleviating the immense pressure of expanding fast-charging networks.

[0027] Because synthetic fuels produced using renewable energy sources can achieve carbon neutrality quickly, vehicles with tandem hybrid drive systems are lighter and significantly cheaper than battery electric vehicles (BEVs). This allows for the faster adoption of electric mobility.

[0028] Internal combustion engines produce most of their harmful emissions during the start-up phase. If the engine, catalytic converter, and the entire exhaust system reach their ideal operating temperatures before fuel combustion, exhaust cleanliness will be significantly improved immediately, and the cost of the exhaust system will be greatly reduced.

[0029] In the search for a solution to the problem, the inventors conceived of a known efficient energy conversion combination as a drive system for motor vehicles. In this drive system, the internal combustion engine and generator are combined into a compact, lightweight unit, and the internal combustion engine does not directly drive the vehicle. Utility Model Content

[0030] The objective of this invention is to provide a vehicle drive system in which the vehicle is driven by at least one electric motor, the electric motor being powered by an energy storage device (battery) and by obtaining additional onboard fuel from an internal combustion engine, but the vehicle is not directly driven by the internal combustion engine; and to provide a vehicle equipped with such a drive system, which, compared to a purely battery-electric vehicle, can significantly reduce the overall vehicle weight, thereby achieving a lighter and more cost-effective vehicle design.

[0031] The task is accomplished through the features of the independent claim. Advantageous improvements of this utility model are the subject of the dependent claims.

[0032] A drive system for a vehicle driven by at least one electric motor, the electric motor being powered by an energy storage device or by means of an internal combustion engine from additional onboard fuel, the drive system comprising a modular unit (the modular unit including a drive unit and an electric motor for driving the vehicle) and a battery unit, wherein the drive unit includes an internal combustion engine with a generator directly or indirectly flanged to one side of the crankshaft and a turbocharger directly or indirectly flanged to the opposite side of the crankshaft, or the drive unit includes a turbocharger disposed in the exhaust system of the drive unit.

[0033] Alternatively, a drive system for a vehicle driven by at least one electric motor, the electric motor's electrical energy being derived from an energy storage device or obtained from additional onboard fuel via an internal combustion engine, the drive system comprising a modular unit (which includes a drive unit and an electric motor for driving the vehicle) and a battery unit, wherein the drive unit includes a free-piston engine with a linear generator.

[0034] The drive unit, along with the generator and motor, is mounted as a modular unit on the bogie / auxiliary frame of the transport vehicle, so that the modular unit can be pushed or forcibly directed under the passenger compartment in the event of a collision.

[0035] In addition to the supercharger designed as an air compressor or turbocharger, an auxiliary blower can also be installed for use during the warm-up phase. Thus, depending on whether the internal combustion engine is operating in traction mode or combustion mode, the air supply is provided through a supercharged air heater or a supercharged air cooler.

[0036] As an internal combustion engine, a horizontally opposed cylinder engine, an opposed piston engine, or a free piston engine with at least two opposed piston cylinder units is preferred. Alternatively, a free piston engine with a linear generator can also be used. Where possible, these engines can operate as two-stroke or four-stroke gasoline or diesel engines.

[0037] The advantages of horizontally opposed cylinder engines include good mass balance, low center of gravity due to low mounting position, fewer thermal problems due to air-cooled twin cylinders, ease of maintenance, and no need for steering for auxiliary drive devices.

[0038] The advantages of opposed piston engines are more uniform torque distribution across the entire speed range, better scavenging effect (longitudinal scavenging allows for complete air exchange with low scavenging losses due to the spatial separation between the inlet and outlet slits, and the incoming air can carry vortices, which is beneficial to the mixing and combustion process), and good mass balance can be achieved without additional measures.

[0039] The internal combustion engine used exhibits high operational smoothness and produces almost no vibration. Especially in the case of horizontally opposed cylinder engines, the opposing cylinders cause the forces generated by the piston movement to cancel each other out. First and second-order inertial forces are avoided. The result is smooth and stable engine operation. Another advantage of horizontally opposed cylinder engines is that, through the horizontal arrangement of the intake and exhaust ports, they can achieve a very low structural height and are well balanced by their two equally weighted cylinder banks.

[0040] A free-piston engine is a linear "crankshaftless" internal combustion engine in which the piston movement is not controlled by the crankshaft, but is controlled by the interaction of forces from the combustion chamber gases, the recoil device, and the load device. In this engine, power is not output to the crankshaft, but is generated by the exhaust gas pressure that drives the turbine to generate electricity, or by directly mounting a linear generator.

[0041] A powertrain consisting of an internal combustion engine, a generator and / or a turbocharger, and possibly an electric motor forms a drive system, which is mounted on the bogie or engine mount / front axle mount of the transport vehicle via support points. When using a horizontally opposed cylinder engine, the support points are located outside the cylinder head of the horizontally opposed cylinder engine to transmit engine torque to the bogie or front axle mount with a small force. Another support point is used as a shared support point for the generator and the internal combustion engine.

[0042] When applied to front-wheel drive vehicles, the drive unit with a generator can be directly connected to the electric motor to form a modular unit.

[0043] In start-up or start-up mode, air can be delivered to the cylinders of the internal combustion engine through either the turbocharger, three-way valve and turbo air heater, or through the auxiliary blower and turbo air heater. The auxiliary blower can also supplement the turbocharger and can be turned on during the warm-up phase as needed.

[0044] In start-up or start-up mode, the internal combustion engine operates as an air pump until the catalytic converter in the exhaust system reaches its ideal operating temperature.

[0045] In start-up or initial-start mode, the vehicle operates solely using electricity drawn from the battery cells. During this period, the internal combustion engine operates in traction mode, meaning it is driven by the generator without combustion and only compresses the intake air to bring the engine and the catalytic converter-equipped exhaust system to their ideal operating temperatures. Only after reaching these ideal operating temperatures does the engine switch to internal combustion motor mode.

[0046] When an internal combustion engine is cold-started, its harmful emissions are particularly high before it reaches operating temperature. Because the internal combustion engine, catalytic converter, and the entire exhaust system are preheated to ideal operating temperatures before fuel combustion, the exhaust gases become cleaner immediately upon combustion, resulting in significantly reduced harmful emissions and a much more cost-effective exhaust system.

[0047] Therefore, a motor vehicle is provided that addresses current and future environmental and energy consumption requirements in a cost-effective manner. Attached Figure Description

[0048] The present invention will be described in detail below with reference to the embodiments, wherein:

[0049] Figure 1 This illustrates the concept of a drive system according to the present invention.

[0050] Figure 2 A schematic diagram of a motor vehicle having a drive system according to the present invention is shown. Detailed Implementation

[0051] Figure 1 The illustration shows a concept for a drive system according to the present invention, comprising a drive unit 1, an electric motor 12 for driving a vehicle, and a battery unit 17. The drive unit 1 mainly consists of an internal combustion engine 2, with a generator 3 mounted via a flange on one side of the crankshaft, and a supercharger 5, designed as an air compressor, mounted via a flange on the opposite side of the crankshaft. An auxiliary blower may also be provided on this side. The generator 3 is also used to start and accelerate the internal combustion engine from a standstill.

[0052] As an internal combustion engine 2, a horizontally opposed cylinder engine with two opposed piston cylinder units is adopted. In the piston cylinder unit, the fuel-air mixture (original mixture) undergoes a chemical exothermic reaction at time intervals, that is, an exhaust gas mixture with higher latent heat and higher pressure is produced compared to the original mixture. The exhaust gas mixture applies pressure to the piston that is movably mounted in the cylinder in such a way that the driven shaft (crankshaft) is rotated by means of the piston. The driven shaft drives the generator 3 on one hand and the supercharger 5 designed as an air compressor on the other hand.

[0053] The internal combustion engine 2, designed as a horizontally opposed cylinder engine, obtains liquid or gaseous fuel from the on-board fuel tank 18 for operation, preferably in the form of organic fuel, such as gasoline or diesel fuel, or gasoline, ethanol, biogas, methane or hydrogen, etc.

[0054] The generator 3 exchanges electrical energy with the battery cell 17 via a connecting cable using power electronics, or the electrical energy is directly sent to the electric motor 12. The process computer or control unit 19 adjusts not only the operating state of the generator 3, but also the operating states of the battery cell 17 and the internal combustion engine 2. During vehicle operation, the generator 3 is used as an electromechanical energy conversion device to obtain mechanical energy from the internal combustion engine and transfer it as electrical energy to the battery cell 17 or directly to the electric motor 12.

[0055] The drive system (concept) stipulates that when the vehicle starts or begins operation, electrical energy for the electric motor 12 is obtained from the battery unit 17, and the internal combustion engine 2 operates in traction mode for a predetermined time. That is, during this phase, the generator 3 drives the internal combustion engine 2, but no fuel is supplied and the fuel is not burned in the cylinder. The internal combustion engine 2 operates without combustion and therefore only acts as an air pump.

[0056] During the start-up or initial acceleration phase, air can be supplied to the cylinders of the internal combustion engine via either the turbocharger 5 (preferably an air compressor), a three-way valve 6, and a booster air heater 8, or via an auxiliary blower 7 and a booster air heater 8. Alternatively, the auxiliary blower 7 can also be used in conjunction with the turbocharger 5 during the warm-up phase.

[0057] Air preheated by the booster air heater 8 is further heated by compression within the cylinders of the internal combustion engine 2. The hot air flows into the exhaust system 9, heating the exhaust system and catalytic converter to their ideal operating temperature. The internal combustion engine 2 only starts in combustion mode when the control unit 19 detects that the ideal operating temperature has been reached.

[0058] Fuel from fuel tank 18 can be supplied to internal combustion engine 2 via carburetor or injection equipment.

[0059] The internal combustion engine 2 is boosted by a supercharger 5, which is preferably an air compressor or a turbocharger.

[0060] Alternatively, an electric drive unit 12 for the front axle can also be installed on a horizontally opposed cylinder engine.

[0061] The drive unit 1 is formed by a powertrain consisting of a horizontally opposed cylinder engine, a generator 3, a turbocharger 5, and possibly an electric motor 12, and can be pre-mounted onto the bogie or engine mount / front axle mount of the transport vehicle via support points 11 and 3. Furthermore, support point 11 is located outside the cylinder head of the horizontally opposed cylinder engine to transmit engine torque to the bogie or front axle mount with less force. The generator 3 and the horizontally opposed cylinder engine share the same support point 3.

[0062] Figure 2 A schematic diagram of a motor vehicle having a drive system according to the present invention is shown. The motor vehicle includes a front axle 13 having an electric motor 15 and a rear axle 14 having an electric motor 16. The electric motors 15 and 16 are electrically connected to a drive unit 1 and a battery unit 17.

[0063] In start-up or initial-start mode, electric motors 15 and 16 obtain the necessary electrical energy from battery unit 17. Only after reaching the ideal operating temperature is the electrical energy required for vehicle propulsion provided by drive unit 1. The charging status of electric motors 14 and 15, internal combustion engine 2, generator 3, and battery unit 17 is controlled by control unit 19.

[0064] The operation of a vehicle equipped with the drive system according to this invention is carried out in such a manner that, during the start-up or initial start-up process, the temperature in the exhaust gas device 10 is determined in a first step. If the temperature is lower than the ideal operating temperature of the catalyst, the vehicle starts or begins start-up, thereby obtaining electrical energy from the battery cell 17 for the electric motors 12 or 15, 16.

[0065] The internal combustion engine 2 operates in traction mode via the generator 3. Air is supplied to the piston cylinder unit via the supercharger 5 or via the supercharger 5 and the auxiliary blower 7. The intake air can be preheated by the supercharged air heater 8. The raw air supplied to the piston cylinder unit of the internal combustion engine 2 is compressed and thus heated without fuel supply.

[0066] During traction operation, the catalytic converter temperature is continuously measured and compared with the ideal operating temperature of the catalytic converter in the control unit. If the ideal operating temperature is reached or exceeded, the fuel supply device is opened and the ignition device of the internal combustion engine 2 is activated. Air supply is then provided through the turbocharger 5, the three-way valve 6, and the turbocharged air cooler 9.

[0067] The internal combustion engine 2 starts and drives the generator 3, which produces electrical energy and sends it to the electric motor. The control of the internal combustion engine 2 and the generator 3 is such that the supplied power is always sufficient for energy-efficient driving. In addition, supplementary power is provided as needed to charge the battery cells.

[0068] Gasoline engines achieve a maximum efficiency of approximately 37% under ideal speed and load conditions. At a given speed, efficiency is closely related to load, peaking near full load and dropping to zero at idle. This means that gasoline engines are less efficient under partial load conditions when less fuel is supplied. Partial load and idling operation of internal combustion engines are common in urban traffic, and this can be avoided. Internal combustion engines can now operate at higher efficiency under high load conditions.

[0069] This results in a motor vehicle capable of efficient operation across a wide range of applications, where the internal combustion engine operates at a moderate speed as needed within a low-specific-energy range. Peak loads can be achieved solely through electric motor drive without altering the operating state of the internal combustion engine. The battery cell serves as a balancing storage device for the required electrical energy, regulating the balance between short-duration power demands during modern vehicle operation and the continuous power levels of the efficiently operating internal combustion engine.

[0070] The proposed concept allows for a reduction of 400 to 450 kilograms in battery weight by adding only about 100 kilograms to the vehicle's weight. This also reduces energy consumption in BEV mode. The use of hazardous materials in battery production is significantly reduced. This will result in significant cost advantages while combining the driving performance characteristics of a pure electric vehicle (BEV) with the range advantages of an internal combustion engine.

[0071] List of reference numerals

[0072] 1 drive unit

[0073] 2 internal combustion engines

[0074] 3 generators

[0075] 4 Support points of internal combustion engine and turbocharger

[0076] 5 turbochargers

[0077] 6-way valve

[0078] 7 Auxiliary blowers

[0079] 8. Boosted Air Heater

[0080] 9. Boost Air Cooler

[0081] 10. Exhaust gas equipment

[0082] 11 Support points of internal combustion engines

[0083] 12 Electric motors

[0084] 13 Front axle

[0085] 14 Rear Axle

[0086] 15. Electric motor front shaft

[0087] 16. Rear shaft of electric motor

[0088] 17 battery cells

[0089] 18 fuel tanks

Claims

1. A drive system for a vehicle, which is driven by at least one electric motor, the electric energy of which is obtained from an electrical accumulator or from an additional on-board fuel by means of an internal combustion engine, but the vehicle is not directly driven by the internal combustion engine, characterized in that the drive system comprises a modular unit and a battery unit (17), the modular unit comprises a drive unit (1) for generating the required driving current and an electric motor (12) for driving the vehicle, wherein the drive unit (1) comprises an internal combustion engine (2), which is directly or indirectly connected on the crankshaft side to a generator (3) by means of a flange and on the opposite side of the crankshaft to a supercharger (5) by means of a flange, or the drive unit comprises a turbocharger arranged in the exhaust system of the drive unit (1); in addition to the supercharger (5), a further auxiliary blower (7) is provided. The modular unit comprising the drive unit (1) and the generator (3) and the electric motor (12) is arranged on the bogie or auxiliary frame of the vehicle in such a way that it can slide or be forced towards the passenger compartment in the event of a collision. The supercharger (5) is designed as an air compressor or as a turbocharger. As the internal combustion engine (2), a horizontally opposed cylinder engine with two opposed piston cylinder units is used. As the internal combustion engine (2), an opposed piston engine is used. The power assembly consisting of the internal combustion engine (2), the generator (3), the supercharger (5) and possibly the electric motor (12) forms the drive unit (1) and is pre-mounted on the bogie or motor frame or front axle frame of the vehicle via bearing points (11, 4), wherein two bearing points (11) are attached to the cylinder heads of the horizontally opposed cylinder engine and a third bearing point (4) serves as a common bearing point for the generator and the internal combustion engine.

2. The vehicle drive system of claim 1, wherein In the starting or starting mode, air can be fed to the cylinders of the internal combustion engine (2) on the one hand via the supercharger (5), a three-way valve (6) and a charge air heater (8) or on the other hand via the auxiliary blower (7) and the charge air heater (8), wherein the auxiliary blower (7) can be switched on as required in the warm-up phase as a supplement to the supercharger (5).

3. The vehicle drive system of claim 1, wherein, In the starting or starting mode, the internal combustion engine (2) can be operated as an air pump until the catalyst in the exhaust system (10) has reached the desired operating temperature.

4. The vehicle drive system of claim 1, wherein, The vehicle has a drive system according to one of claims 1 to 8.

5. The vehicle drive system of claim 1, wherein, In the case of application to a front-wheel drive vehicle, the drive unit (1) equipped with the generator (3) is directly connected to the electric motor (12) as a modular unit.

6. The vehicle drive system of claim 1, wherein, ​ 7. The vehicle drive system of claim 1, wherein ​ 8. The vehicle drive system of claim 1, wherein, ​ 9. A vehicle characterized by, ​ 10. The vehicle of claim 9, wherein, ​

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