Arrangement and method for coupling a motor to at least one drive train

Abstract

Arrangement for coupling an engine (2) with a drive train (8) and an auxiliary unit of a vehicle, wherein the engine (2) is arranged to be connected to the drive train (8) for power transmission at least temporarily, wherein a first means (9) for direction-dependent power transmission is arranged between the engine (2) and the drive train (8), and a second means (10) for direction-dependent power transmission is arranged between the engine (2) and the auxiliary unit, wherein the means (9, 10) for direction-dependent power transmission are each frictionally connected on the input side to a drive shaft (6) of the engine (2), and the first means (9) is connected on the output side to the drive train (8), and the second means (10) is connected on the output side to the auxiliary unit, wherein - the first means (9) is connected on the output side via a first shaft (11) to a drive motor (7) connected to the drive train (8) for driving the vehicle or directly to the drive train (8), wherein the drive shaft (6) of the motor (2), the first shaft (11) and a drive shaft of the drive motor (7) are arranged on a common axis of rotation, - the first means (9) for direction-dependent power transmission, providing frictional engagement in a first direction of rotation corresponding to the direction of rotation of the drive motor (7) and providing a freewheel in a second direction of rotation opposite to the first direction of rotation, and the second means (10) for direction-dependent power transmission, providing a freewheel in the first direction of rotation and providing frictional engagement in the second direction of rotation, are designed such that the torque of the motor (2) is transmitted to the drive train (8) in a first operating mode (17) and to the auxiliary unit in a second operating mode (18), wherein - the first means (9) has a force transmission and the second means (10) runs freely when the motor (2) rotates in the first direction of rotation, so that the motor (2) assists the drive motor (7), and - the first means (9) runs freely and the second means (10) has a frictional connection when the motor (2) rotates in the second direction of rotation, so that the motor (2) drives the auxiliary unit, which is a refrigerant compressor.

Description

[0001] The invention relates to an arrangement for coupling a motor with a drive train of a vehicle, wherein the motor is arranged to be connected to the drive train for power transmission at least temporarily. The invention also relates to a method for coupling a vehicle engine with a drive train of the engine, in which a torque M generated by the engine M at least temporarily transferred to the vehicle's drivetrain.

[0002] In this context, the term power transmission is understood to mean a way of transferring a force or torque generated by a motor to an assembly, such as a drive train in a vehicle.

[0003] The powertrain of a vehicle refers to the components used in the vehicle to transmit power generated by a drive motor through various assemblies of the vehicle to the road. In addition to the engine, such a drive train includes components such as the clutch, the vehicle transmission, a drive shaft, a differential, axle shafts and wheels.

[0004] It is known from the prior art that so-called air conditioning compressors, driven by an electric motor, are used for air conditioning in vehicles. This also applies in particular to electrically or at least partially electrically powered vehicles, such as electric cars or vehicles with a hybrid drive.

[0005] Due to steadily increasing climate control requirements in such vehicles, for example for cooling a traction battery during charging, and also to improve comfort for all vehicle occupants, the performance requirements for the electric motor driving the air conditioning compressor are also increasing. As a result, electric motors with a power output of approximately 10 kW are now being used.

[0006] It is also known from the state of the art to combine different drive sources in a vehicle or to merge them into a common drive system.

[0007] For example, DE 10 2012 010 171 A1 discloses a drive system for a motor vehicle comprising a first electric motor and a second electric motor. The aim here is to solve the problem of creating an efficient drive system for motor vehicles.

[0008] This task is solved by either connecting the rotor of a first electric motor directly to an output or by connecting it detachably to an output via at least a first switching element.

[0009] Furthermore, it is provided that the rotor of a second electric motor is directly or detachably connected to at least one unit via a switching device, and that the rotor of the second electric motor can be detachably connected either to a central gear of a planetary gearbox or both to the central gear of a planetary gearbox and via a second switching element to the rotor of the first electric motor.

[0010] It is evident that the output is connected to the outer gear of the planetary gear set and that at least one planet gear is located between the outer gear and the central gear of the planetary gear set. Furthermore, the carrier of the planetary gear set can be detachably connected to a stationary part via a switching device.

[0011] EP 1 405 749 A2 describes a motor vehicle drive system comprising an internal combustion engine and a pulley shaft which rotates synchronously with a crankshaft of the internal combustion engine, as well as a drive shaft driving an auxiliary unit. The drive shaft driving the auxiliary unit is connected to an electric motor.

[0012] German patent DE 10 2006 030 041 A1 discloses a pumping device for a vehicle transmission comprising a first pump section that can be driven rotationally to generate a pumping output and a second pump section that interacts with the first pump section, defining a suction side and a separate pressure side. The pumping output can be generated either by an internal combustion engine that can be brought into operative contact with the rotationally driven first pump section via a freewheel connection, or by means of an electric drive power from an electric machine that can be applied to the first pump section or the second pump section.

[0013] JP 2016 193 681 A discloses a cooling device for a rotating electric machine for vehicles. A drive motor of the vehicle's drivetrain is connected via a drive shaft and two gears to the shaft of a coolant pump as an auxiliary unit. A first one-way coupling allows power transmission only from the drive shaft of the drive motor to the shaft of the pump, while a second one-way coupling allows power transmission only from a shaft other than the drive shaft of the drive motor to the shaft of the pump.

[0014] German patent DE 71 47 196 U discloses a freewheel clutch with a radial frictional connection, consisting of an inner ring and an outer ring, each with a circular raceway, between which cylindrical or spherical clamping elements held in a pocket cage are arranged. Each clamping element is associated with a wedge-shaped clamping element located near the raceway of the inner ring or the outer ring for the clamping element to engage in the locking direction.

[0015] German patent application DE 10 2017 128 427 A1 describes a drive arrangement of a drive system for a hybrid vehicle comprising an electric motor, an auxiliary unit, and a transmission. The transmission has a housing, a first externally driven power input for an internal combustion engine, a second power input located within the housing, and a power output. A drive shaft driving the auxiliary unit is connected to an electric motor. Power input from the internal combustion engine via the transmission, as well as power input from the electric motor, is routed to the power output.

[0016] One disadvantage of such known concepts, which use auxiliary drive motors for traction, is that they involve a high level of mechanical complexity and therefore corresponding costs, since these concepts require complex couplings that connect the auxiliary drive motor to the traction motor or a vehicle's drivetrain when needed.

[0017] In concepts where the drive motor must provide the entire traction power at all times, it is necessary to dimension this drive motor accordingly, whereby the costs for such motors also increase with increasing drive power.

[0018] Therefore, there is a need to improve the solutions known from the state of the art for coupling an engine with at least one drive train of a vehicle.

[0019] The object of the invention is to provide an arrangement and a method for coupling an engine to at least one drive train of a vehicle, thereby achieving a simple, robust and cost-effective coupling between engine and drive train.

[0020] Furthermore, it should be possible to reduce the size of the drive motor, as power peaks in the drivetrain can be absorbed by engaging the coupled motor. Such a motor is intended to drive an auxiliary unit in a vehicle.

[0021] The problem is solved by an object having the features according to claim 1. A further development is specified in dependent claim 2. The problem is also solved by a method having the features according to claim 3.

[0022] To solve the problem, it is envisaged that an engine can be connected to a drive train and an auxiliary unit of a vehicle.

[0023] For this purpose, a first means of transmission dependent on the direction of rotation is arranged between the engine and the vehicle's drivetrain. Furthermore, a second means of transmission dependent on the direction of rotation is arranged between the engine and the vehicle's auxiliary unit.

[0024] According to the invention, the means for direction-dependent power transmission are each positively connected to a drive shaft of the motor on the input side. The first means is connected to the drive train on the output side, and the second means is connected to the auxiliary unit on the output side.

[0025] The first component is connected on the output side via a first shaft to a drive motor connected to the drivetrain for propelling the vehicle, or directly to the drivetrain. The motor's drive shaft, the first shaft, and a drive shaft of the drive motor are arranged on a common axis of rotation.

[0026] According to the invention, the first means for direction-dependent power transmission provides a frictional connection in a first direction of rotation corresponding to the direction of rotation of the drive motor and provides a freewheel in a second direction of rotation opposite to the first direction of rotation. The second means for direction-dependent power transmission provides a freewheel in the first direction of rotation and a frictional connection in the second direction of rotation. They are designed such that the torque of the motor is transmitted to the drive train in a first operating mode and to the auxiliary unit in a second operating mode. The first means provides frictional connection and the second means rotates freely when the motor rotates in the first direction, thus assisting the drive motor.Furthermore, the first medium runs freely and the second medium has a frictional connection when the motor rotates in the second direction, so that the motor drives the auxiliary unit, which is a refrigerant compressor.

[0027] Thus, in a first direction of rotation, the device can transmit a force or torque generated by the motor to the drive train, while in a second direction of rotation, the device cannot transmit a force or torque to the drive train.

[0028] This makes it possible for the engine, in a first operating mode, to transmit the power or torque it provides to the vehicle's drivetrain via the first means of direction-dependent power transmission. Furthermore, it is possible for the engine, in a second operating mode that differs from the first, to transmit the power or torque it provides to the vehicle's auxiliary unit via the second means of direction-dependent power transmission.

[0029] It is not intended that the motor can transmit the provided power or torque simultaneously via the first and second means of rotation-dependent power transmission.

[0030] Thus, targeted control of the motor can be carried out either for the first operating mode or for the second operating mode.

[0031] The use of the two means for direction-dependent power transmission is such that, in a first direction of rotation of the motor, a first operating mode, for example, only the first means transmits a force or torque, while the second means is in freewheel mode and cannot transmit any force or torque. Furthermore, it is provided that in a second direction of rotation of the motor, which is opposite to the first direction of rotation, only the second means transmits a force or torque, while the first means is in freewheel mode and cannot transmit any force or torque.

[0032] This ensures that the motor's power transmission is directed either to the drivetrain or to the auxiliary unit, depending on the motor's direction of rotation. Therefore, switching between the two possible operating modes – driving the auxiliary unit or supporting the drivetrain – only requires selecting the motor's direction of rotation.

[0033] Furthermore, the motor speed can be freely selected in any direction of rotation, for example to achieve a predetermined cooling capacity of the refrigerant compressor or to support the drive motor with a corresponding torque via the drive train at a moment when high drive power is to be provided in the vehicle.

[0034] The system is designed to use an electric motor. This allows for quick and easy reversal of the motor's direction of rotation. Speed ​​and torque control are also easily achievable. One example of such an electric motor could be one used in a refrigerant compressor, with a power output of approximately 10 kW. However, the motor is not limited to those found in refrigerant compressors. Any sufficiently powerful electric motor typically used in an auxiliary component of a vehicle can be used.

[0035] Further details, features, and advantages of embodiments of the invention will become apparent from the following description of exemplary embodiments with reference to the accompanying drawings. These show: Fig. 1: a state-of-the-art drive concept, Fig. 2: a drive concept according to the invention, Fig. 3: a first operating mode for operating an auxiliary unit, Fig. 4: a second operating mode to support a powertrain in a vehicle, Fig. 5: an example of the implementation of a means for direction-dependent power transmission, Fig. 6: two diagrams of the rotational speeds of the drive motor and the motor over time and Fig. 7: a procedure for controlling the engine.

[0036] The present invention relates in particular to the fact that a motor can be connected to a drive train in a vehicle or alternatively to an auxiliary unit in the vehicle without the need for a complex mechanical assembly, such as a clutch.

[0037] In the Fig. Figure 1 depicts a state-of-the-art drive concept. A battery 1, such as a high-voltage battery (800 volts, 500 volts, 48 ​​volts), of a vehicle is connected to the motor 2 via a first inverter 4 to supply voltage to a motor 2 in an auxiliary unit 3, such as a refrigerant compressor. The motor 2 is connected, for example, to a refrigerant compressor of a vehicle (not shown) via its drive shaft 6.

[0038] The battery 1 is further connected via a second inverter 5 to a drive motor 7 of a vehicle, which delivers its torque to the drive train 8 of the vehicle to drive the vehicle.

[0039] In this prior art drive concept, the vehicle's propulsion is to be achieved by controlling the drive motor 7 via a central control unit (not shown) through the second inverter 5. Furthermore, the operation of the refrigerant compressor is to be ensured by the central control unit via the first inverter 4 and the motor 2.

[0040] In these currently available concepts, the motor 2 of the auxiliary unit 3, such as the motor 2 of the air conditioning compressor or refrigerant compressor, does not support the vehicle's traction, i.e., the vehicle's drivetrain 8. Therefore, the drive motor 7 must provide the entire traction power on its own at all times and must thus be designed to be correspondingly powerful.

[0041] In the Fig. Figure 2 shows a drive concept according to the invention. In this drive concept, it is provided that the motor 2 supports the drive train 8 and thus the drive motor 7 of the vehicle.

[0042] Just as in the Fig. Battery 1 is connected to motor 2 via the first inverter 4. Furthermore, battery 1 is connected to drive motor 7 via the second inverter 5. In this configuration as well, all units are controlled by a central control unit of the vehicle (not shown).

[0043] Unlike the Fig. In 1, the motor 2 with its drive shaft 6 is connected to the drive train 8 or the drive motor 7 via a first means for direction-dependent power transmission 9. Here, the first means for direction-dependent power transmission 9 can be, as in the Fig. As shown in Figure 2, the first means for direction-dependent power transmission 9 is connected to the drive motor 7 via a first shaft 11, which in turn is connected to the drive train 8. Alternatively, the first means for direction-dependent power transmission 9 can be connected directly to the drive train 8. In either case, it is intended that the motor 2 supplies its generated torque to the drive train 8 via the first means for direction-dependent power transmission 9 and thus assists the drive motor 7.

[0044] The motor 2 is also connected via its drive shaft 6 to a second means for direction-dependent power transmission 10. The means for direction-dependent power transmission 10 is connected by means of a second shaft 12 to an auxiliary unit 3 (not shown), such as the refrigerant compressor, so that the motor 2 can supply its generated torque to the refrigerant compressor via the second means for direction-dependent power transmission 10.

[0045] As in the Fig. As shown in Figure 2, the two means for direction-dependent power transmission 9, 10 are connected to the drive shaft 6 of the motor 2 in such a way that in a first direction of rotation of the motor 2 a first means for direction-dependent power transmission 9, 10 realizes a power transmission, while the second means for direction-dependent power transmission 9, 10 operates in freewheel mode.

[0046] Furthermore, in a second direction of rotation of the motor 2, a power transmission is realized by means of a second means for direction-dependent power transmission 9, 10, while the first means for direction-dependent power transmission 9, 10 operates in freewheel mode.

[0047] The Fig. Figure 3 shows a second operating mode for operating the auxiliary unit 3 according to the invention. In this operating mode, the operation of the auxiliary unit 3 is provided such that the motor 2 transmits its torque to the auxiliary unit 3 via its drive shaft 6, the second means for direction-dependent power transmission 10 and via the second shaft 12.

[0048] The first means of rotation-dependent power transmission 9 is in freewheel mode and therefore transmits no force or torque. The drive motor 7 (not shown) must independently provide the torque required to drive the vehicle. In this example, the drive motor 7 rotates at a speed n. A of - 5,000 revolutions per minute (rpm), where the minus sign indicates a specific direction of rotation of the drive motor 7, which is different from the current direction of rotation of the motor 2 in this second operating mode.

[0049] In this example, motor 2 rotates at a speed n. M of 10,000 revolutions per minute. This rotational speed is transmitted directly to the auxiliary unit 3 via the second means of direction-dependent power transmission 10, since the second means of direction-dependent power transmission 10 establishes a frictional connection between the drive shaft 6 of the motor 2 and the second shaft 12, which is connected to the auxiliary unit 3. Thus, the auxiliary unit 3 rotates at a speed n N of 10,000 revolutions per minute.

[0050] The one in Fig. The arrow shown in Figure 3 indicates the direction of the force flow of the torque generated by the motor 2 towards the auxiliary unit 3 (not shown) in this second operating mode.

[0051] In the Fig. Figure 4 shows a first operating mode for supporting the drive train 8 according to the invention in the vehicle. In this first operating mode, support is provided to the drive motor 7 (not shown) or to the drive train 8, so that the motor 2 transmits its torque to the drive train 8 via its drive shaft 6, the first means for direction-dependent power transmission 9, and via the first shaft 11.

[0052] The drive motor 7 (not shown), which provides part of the torque required to propel the vehicle, is supported by the additional torque generated by motor 2. This support occurs, for example, during periods of high demand on the vehicle's torque or drive power, such as during acceleration.

[0053] The second means for direction-dependent power transmission 10 is in freewheel mode and therefore transmits no force or torque to the auxiliary unit 3.

[0054] In the example of the Fig. 4 the drive motor 7 rotates again at a speed n A of - 5,000 revolutions per minute, where the minus sign indicates the direction of rotation of the drive motor 7, which in the first operating mode 17 coincides with the current direction of rotation of the motor 2. The motor 2 also rotates at a speed n M from - 5,000 revolutions per minute. The first means of rotation-dependent power transmission 9 transmits the torque generated by the motor 2 via the first shaft 11 to the vehicle's drivetrain 8. Thus, the first torque M generated by the drive motor 7 is available for the propulsion of the vehicle. A as well as the second torque M additionally generated by motor 2 Mavailable. The auxiliary unit 3, not shown, has a rotational speed n N It starts up from 0 revolutions per minute and does not work.

[0055] The one in Fig. The arrow shown in Figure 4 indicates the direction of the force flow of the torque generated by the motor 2 towards the drive train 8.

[0056] In the Fig. Figure 5 shows an example of an implementation of a means for direction-dependent power transmission 9, 10. This embodiment is not intended to be the only one used. Functionally identical assemblies can be used, which enable power transmission in one direction of rotation and a freewheel in the opposite direction, such as a freewheel clutch or an overrunning clutch bearing. It is also intended that the freewheel function engages as soon as the rotational speed at the input of the means for direction-dependent power transmission 9, 10 becomes lower than the rotational speed at the output of the means for direction-dependent power transmission 9, 10.The inputs of the means for rotation-dependent power transmission 9, 10 are each connected to the motor 2, while the output of the first means for rotation-dependent power transmission 9 is connected to the drive train 8 and the output of the second means for rotation-dependent power transmission 10 is connected to the auxiliary unit 3.

[0057] In the Fig. In the assembly shown in Figure 5, the inner unit 13 of the illustrated means for direction-dependent power transmission 9, 10 is connected to the drive shaft 6 of the motor 2. The outer unit 14 is connected, for example, to the second shaft 12 leading to the auxiliary unit 3 or to the first shaft 11 leading to the drive train 8.

[0058] When the motor 2 rotates clockwise, force or torque is transmitted from the inner unit 13 to the outer unit 14. Thus, for example, in a first means for rotation-dependent power transmission 9, the torque is transmitted from the motor 2 to the drive train 8. This power transmission is achieved by a detent 15 attached to the inner unit 13, which is pressed outwards against the outer unit 14 by a spring 16.

[0059] When the motor 2 rotates counterclockwise, the means for the direction-dependent power transmission 9, 10 is in freewheel mode, since the detent slides over the toothed structure of the outer unit 14. Thus, for example, with a first means for the direction-dependent power transmission 9, the torque from the motor 2 would not be transmitted to the drive train 8.

[0060] In the Fig. Figure 6 shows a diagram with the rotational speed of motor 2 in the lower diagram and of drive motor 7 in the upper diagram over time. Here, the rotational speed n represents A the speed of the drive motor 7 and the speed n M represents the rotational speed of motor 2.

[0061] The time course along the time axis t is divided into four sections, each corresponding to a different operating phase of the vehicle. The first section, I, and the third section, III, show acceleration phases of the vehicle. The second section, II, shows constant driving without a change in vehicle speed. Section IV depicts constant driving followed by a deceleration or braking phase.

[0062] The lower diagram illustrates both the direction of rotation and the speed of motor 2. As can be seen, motor 2 begins in the first section I in a first direction of rotation in the first operating mode 17, which is in Fig. As shown in Figure 4, the system operates at an increasing rotational speed. In this first operating mode 17, the torque generated by the motor 2 is transferred to the drive train 8 and adds to the torque provided by the drive motor 7. MTraction = MA + MM

[0063] Here, M represents Traktion the torque available to the vehicle, M A the torque of the drive motor 7 and M M represents the torque of motor 2.

[0064] Since motor 2 does not transmit any torque to auxiliary unit 3, such as the refrigerant compressor, the following applies: MN=0

[0065] Thus, the torque M N The auxiliary unit is zero.

[0066] In the second section II, with constant driving operation, the direction of rotation of motor 2 is changed to a second direction, and a speed of, for example, 10,000 revolutions per minute is set. Motor 2 operates in its second operating mode 18, which is shown in the figure. During this time, the torque generated by motor 2 is transmitted to the auxiliary unit 3. The torque of the drive train 8 is generated only by the drive motor 7. The following applies: MTraction=MA MN=MM

[0067] In the third section III, where the vehicle is to be accelerated, there is a high torque requirement. Therefore, as in the first section I, a first direction of rotation of the motor 2 is set in its first operating mode 17. As can be seen, the rotational speed increases abruptly until it reaches the speed of the drive motor 7 and the first means of speed-dependent power transmission 9 enables power transmission to the drive train.

[0068] Subsequently, the speed of motor 2 is further increased, analogous to the speed of the drive motor 7, thus increasing the acceleration of the vehicle by adding the torques M M and M A of motor 2 and drive motor 7 improved.

[0069] After the acceleration phase in section III, the motor 2 switches back to its second operating mode 18 in the fourth section IV and operates analogously to section II. The torque of the motor 2 is supplied to the auxiliary unit 3 via the second means of speed-dependent power transmission 10. During a braking phase of the vehicle, the motor 2 remains in its second operating mode 18.

[0070] The Fig. Figure 7 shows an exemplary procedure for controlling motor 2. The control of motor 2 depends on the torque required in the drive train. aktuell This current value of the required torque is 19 M aktuell is the input variable in the in the Fig. The procedure is shown in section 7.

[0071] The torque is 19 M aktuell In step 20 (comparison), the torque M to be provided by the drive motor 7 is compared. A compared. Comparison: Current M > MA

[0072] This comparison reveals that the drive motor 7 provides the required torque of 19 M. aktuell Since the motor 2 can only provide the necessary power, it operates in its second operating mode 18. Thus, only the drive motor 7 propels the vehicle, while the motor 2 drives the auxiliary unit 3.

[0073] This comparison reveals that the drive motor 7 provides the required torque of 19 M. aktuell If the auxiliary unit 3 cannot provide sufficient power on its own, engine 2 is operated in its first operating mode 17. In this case, the vehicle is driven jointly by the drive engine 7 and engine 2, while the auxiliary unit 3 is not driven. Reference symbol list 1 battery 2 Motor / Electric motor 3 Auxiliary unit / Refrigerant compressor 4 first inverter 5 second inverter 6 Drive shaft 7 Drive motor 8 Powertrain 9. First means of power transmission dependent on direction of rotation 10. Second means for direction-dependent power transmission 11 first wave 12 second wave 13 inner unit 14 outer unit 15 rests 16 springs 17 first operating mode 18 second operating mode 19 required torque M aktuell 20 Comparison M aktuell > M A

Claims

[1] Arrangement for coupling an engine (2) to a drive train (8) and an auxiliary unit of a vehicle, wherein the engine (2) is arranged at least temporarily connected to the drive train (8) for power transmission, wherein a first means (9) for rotational direction-dependent power transmission is arranged between the engine (2) and the drive train (8) and a second means (10) for rotational direction-dependent power transmission is arranged between the engine (2) and the auxiliary unit, wherein the means (9, 10) for rotational direction-dependent power transmission are each non-positively connected on the input side to a drive shaft (6) of the engine (2) and the first means (9) is connected on the output side to the drive train (8) and the second means (10) is connected on the output side to the auxiliary unit, wherein - the first means (9) is connected on the output side via a first shaft (11) to a drive motor (7) connected to the drive train (8) for driving the vehicle or directly to the drive train (8), wherein the drive shaft (6) of the motor (2), the first shaft (11) and a drive shaft of the drive motor (7) are arranged on a common axis of rotation, - the first means (9) for the direction-dependent power transmission provides the frictional connection in a first direction of rotation corresponding to the direction of rotation of the drive motor (7) and provides a freewheel in a second direction of rotation opposite to the first direction of rotation, and the second means (10) for the direction-dependent power transmission provides the freewheel in the first direction of rotation and provides the frictional connection in the second direction of rotation are designed such that the torque of the motor (2) is transmitted to the drive train (8) in a first operating mode (17) and to the auxiliary unit in a second operating mode (18), wherein - the first means (9) has the frictional connection and the second means (10) runs freely when the motor (2) rotates in the first direction of rotation, so that the motor (2) supports the drive motor (7), and - the first means (9) runs freely and the second means (10) has the frictional connection when the motor (2) rotates in the second direction of rotation, so that the motor (2) drives the auxiliary unit, which is a refrigerant compressor. [2] Arrangement according to claim 1, characterized by that the motor (2) is an electric motor. [3] Method for coupling an engine (2) to a drive train (8) of a vehicle with an arrangement according to claim 1 or 2, in which a torque (M M ) is transmitted at least temporarily to the drive train (8), wherein a coupling of the engine (2) to the drive train (8) or an auxiliary unit of the vehicle takes place depending on the direction of rotation of the engine (2).

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