INTERNAL COMBUSTION ENGINE WITH AN ELECTRIC MOTOR

Description

[0001] The invention relates to an internal combustion engine with at least one electric motor according to the preamble of claim 1.

[0002] Such an internal combustion engine is known from DE 10 2013 020 440 A1.

[0003] In previous hybrid concepts, the components (electric motors) are usually designed for transmission-side installation. The engine architecture of today's combustion engines is largely determined by the traditional arrangement of system components, whose existing interfaces are not conceptually fully prepared for future technologies such as seamless hybridization. This fact poses a major technical and economic challenge for any subsequent hybrid application.

[0004] This means that with increasing customer requirements and applications in relation to the diversity of hybrid systems, it is becoming increasingly difficult to manage these tasks with a reasonable effort using a traditional base engine concept.

[0005] The object of the present invention is to integrate these components into the combustion engine in such a way as to cover the multitude of possible customer applications with or without special transmission variants and to expand the customer spectrum for the future.

[0006] The object is achieved by an internal combustion engine having the features of claim 1. Exemplary embodiments emerge from the dependent claims.

[0007] A further advantageous embodiment provides that one of the at least one electric motor is designed as a generator. This has the advantage that surplus energy can be stored, for example, in batteries.

[0008] Another advantageous embodiment provides for a common rail to be arranged in a cylinder head cover of the internal combustion engine. This offers advantages in terms of installation space and assembly.

[0009] An advantageous embodiment provides for a wiring harness to be located in the cylinder head cover. This also offers advantages in terms of installation space and assembly.

[0010] A further advantageous embodiment provides for the control unit to be mounted on or at the cylinder head cover. This also offers advantages in terms of installation space and assembly.

[0011] Another advantageous design provides for the control unit to be connected wirelessly to the wiring harness integrated in the cylinder head cover. This also offers advantages in terms of installation space, assembly, and service.

[0012] An advantageous embodiment provides for an engine oil cooler to be arranged laterally on the crankcase at approximately the same height and spatially behind one of the at least one electric motor, in particular on an exhaust side of the internal combustion engine. This offers advantages in terms of installation space, assembly, and service.

[0013] A further advantageous embodiment provides for an exhaust gas recirculation (EGR) module to be arranged on the side of the crankcase above the engine oil cooler, particularly on the exhaust side of the internal combustion engine. This offers advantages in terms of installation space, assembly, and service.

[0014] Another advantageous embodiment provides for a high-pressure pump to be arranged laterally on the cylinder head, particularly on a service side of the internal combustion engine, in such a way that it can be connected without wires to a common rail located in the cylinder head cover. This offers advantages in terms of installation space, assembly, and service.

[0015] Another advantageous embodiment provides for at least one hydraulic pump to be located below the electric motor arranged on the side of the crankcase and, like the electric motor, connected to the front-end gear drive via a gearbox. This offers advantages in terms of installation space, assembly, and service, and increases application possibilities.

[0016] Further advantages of the invention include a reinforced crankcase with defined power transmission. The function of the front cover is integrated into the crankcase. Reinforced drivetrain and gear train with special bearings (the crankshaft faces the flywheel and the rim, respectively), and the engine is designed for the block construction as a load-bearing unit for forward, reverse, and sideways connections (together with a cast oil pan, the engine becomes a load-bearing component).

[0017] Connection options for various hybrid systems for the industrial sector are available; the design is compatible with combustion engines with different numbers of cylinders, e.g., 4 and 6 (the external geometry of the torsional vibration damper features functional separation); adaptation of the coolant and oil circuits, optimized for pressure loss; multifunctional auxiliary gear for high-speed electric motor and PTO with clutch and lineless oil supply via plug-in connections; beltless motor with fully electrified ancillary units as an option; consistent functional separation and distribution of system components according to strict safety criteria and service requirements for the best possible customer benefit.

[0018] In a preferred embodiment, the high-pressure pump is surrounded by a sound, kick or impact protection cage.

[0019] The invention is explained in more detail below using an exemplary embodiment, in which: Figure 1: The service side of the internal combustion engine. Figure 2: The exhaust side of the internal combustion engine. Figure 3: The individual installation space areas. Figure 4: A top view of the cylinder head.

[0020] The basic idea is to modify the entire system in terms of assembly arrangement and component design in such a way that the complexity of the basic engine is reduced in design while simultaneously being utilized for easier integration through the increased degrees of freedom and new, reinforced interfaces. This generally allows for three installation spaces to accommodate the respective hybrid systems (e.g., see Figure 3 ): (A) Flywheel & SAE area (B) Service side & PTO area (C) Fan & belt drive area

[0021] The invention relates to the entire coordinated and interlocking arrangement of the system components. In this advantageous embodiment, with clear functional separation, all key assemblies are segmented and recombined in such a way that a very high functional density can be achieved with optimal and compact use of installation space. Figure 1 and Figure 2An overhead control unit 1 is shown, with a direct cable duct that is arranged either parallel to the cylinder head cover or within the cylinder head cover. The cable duct variant is available with or without dust or water protection. The cylinder head 2 is designed in a cross-flow design and contains common rail injectors 25 with high-pressure lines and dust-protected sheathing for various components of the injection system. Furthermore, the cylinder head 2 has sensors, interfaces, and connection points for the exhaust gas aftertreatment (EAT system). The customer piping connection (KVA) optionally features overhead fan mounting, engine kick guard, and engine transport bracket, as well as an overhead high-pressure pump 3, which is / are connected directly to the cylinder head with or without acoustic protection. The crankcase 4 is designed with or without the function of dividing the coolant circuit, the so-called split cooling.The closed oil pan contour without interrupted sealing results in a stronger engine and a stronger gear drive. The EGR recirculation is located on the exhaust side of the internal combustion engine. There are interfaces for the add-on components and the engine mounts. The filter module 5 for fuel and oil is independent of the oil cooling function. The Power Take Off (PTO) module (B) 6 is mounted directly on the crankcase 4. The auxiliary gearbox 7, for example, is a spur gear for a faster gear ratio - with or without a flexible coupling. The internal combustion engine has a dust-protected mount for the electric motor (High Speed ​​System). The internal combustion engine also features a direct, pipeless oil supply via plug-in elements. The electric motor 8 (High Speed ​​System) is designed for heavy-duty applications; it is dust-protected. The support bracket 9 with tolerance compensation is connected directly to the crankcase.The oil pan 10 is acoustically optimized and constructed from sheet metal, cast iron, or plastic. The exhaust line and the exhaust gas turbocharger 11 can be installed in various positions. The EGR module system 14 can be implemented with or without an integrated actuator and fully integrated into the crankcase. It is directly and aerodynamically connected to the cooling circuit system, without a support bracket and without coolant lines, with the exhaust gas recirculation in the crankcase, the functionality of which can be scaled depending on the emissions standard. The electric motor 12 (mild hybrid system) in the version for the heavy-duty range is dust-protected. The adapter unit 13 (SAE range) for the direct connection of the electric motor is centered on the crankcase. The high-voltage converter 15 is connected to the front panel with soft mounting. The starter motor 16 can be designed with or without dust protection or with or without water protection.The engine oil cooler 17 is fully integrated into the crankcase and directly connected to the cooling circuit for optimal flow. The front plate 18 is directly connected and centered on the crankcase. The adapter unit 19 is centered on the crankcase in the fan and belt drive area for the direct connection of the electric motor 20. In the heavy-duty version, the electric motor 20 and the adapter unit 19 are arranged in a dust-protected manner.

[0022] Figure 1 represents the control unit 1 on the cylinder head cover 23, which is connected to the wiring harness channel 22 arranged parallel to the cylinder head cover 23. On the cylinder head 2, the diesel high-pressure pump 3 is connected essentially without wires to the invisible and in Figure 4The filter module 5 is connected to the common rail 21 shown. The filter module 5 is arranged on the service side of the crankcase 4. On the service side, below the diesel high-pressure pump 3, the so-called Power Take Off (PTO) 6 is arranged above the auxiliary gear 7. The electric motor 8 is arranged on the auxiliary gear 7, with the auxiliary gear 7 being arranged on the front-end gear drive. The support bracket 9 supports the electric motor 8 and is adjacent to the hydraulic pump 24. The oil pan 10 is arranged below the crankcase 4.

[0023] Figure 2 shows the engine off Figure 1from its exhaust side, approximately at the level of the cylinder head cover 23 or the cylinder head 2, the exhaust line and the exhaust gas turbocharger (ATL) 11 are arranged. The electric motor 12 is arranged on one end of the internal combustion engine by means of an SAE adapter unit 13. The EGR module 14 is arranged below the exhaust line and the exhaust gas turbocharger (ATL) 11 and above the electric motor / starter 16 and engine oil cooler 17, approximately at the level of the cylinder head 2. The high-voltage converter 15 is arranged on the other end of the internal combustion engine above the adapter unit 19 and the electric motor 20 and is connected to the electric motor 20 by means of a wiring diagram. A front plate 18 is arranged on the other end of the crankcase.

[0024] In Figure 3 the engine is switched off Figure 1 and Figure 2divided into three areas A, B, and C, with area A representing one end face and area C representing the other end face of the engine or internal combustion engine. Area B essentially comprises the service side area of ​​the internal combustion engine around the electric motor 8.

[0025] In Figure 4 the arrangement of the diesel high-pressure pump 3 is shown, which is essentially connected to the common rail 21 without any wires.

[0026] The opened cylinder head sits on the crankcase 4 and reveals the wiring harness 22, which is located beneath the cylinder head cover 23. Injectors 25 protrude into the cylinder head beneath the cylinder head cover 23 to supply the internal combustion engine with fuel. The injectors are supplied with fuel by the common rail 21. List of reference symbols

[0027] 1 Control unit 2 Cylinder head 3 Diesel high-pressure pump 4 Crankcase 5 Filter module 6 Power Take Off (PTO) 7 Gearbox 8 Electric motor 9 Support bracket 10 Oil pan 11 Exhaust pipe and exhaust turbocharger (ATL) 12 Electric motor 13 SAE adapter unit 14 EGR module 15 High-voltage converter 16 Electric motor / starter 17 Engine oil cooler 18 Front plate 19 Adapter unit 20 Electric motor 21 Common rail 22 Wiring harness 23 Cylinder head cover 24 Hydraulic pump 25 Injector

Claims

1. Internal combustion engine, comprising at least one electric motor (8, 13, 16, 20) arranged on the crankcase of the internal combustion engine, at least one controller (1) for controlling the internal combustion engine and / or the electric motor, at least one high-voltage inverter (15), which is arranged on a front end of the internal combustion engine above an adapter unit (19) and one of the at least one electric motors (20) and is connected in conduction terms to the electric motor (20), wherein the adapter unit (19) is arranged centred on the crankcase in a region of a fan and belt drive for the direct attachment of the electric motor (20), and at least one power take-off (PTO) module (6), which is attached directly to the crankcase (4) and is connected in drive terms to a gear reducer (7), which is arranged on a front-end gear drive, wherein a further one of the at least one electric motors (8) is driveconnected to the gear reducer (7).

2. Internal combustion engine according to Claim 1, characterized in that one of the at least one electric motors is formed as a starter motor (8, 13, 16, 20).

3. Internal combustion engine according to one or more of the preceding claims, characterized in that one of the at least one electric motors (8, 13, 16, 20) is formed as a generator.

4. Internal combustion engine according to one or more of the preceding claims, characterized in that the internal combustion engine also comprises a common rail and a cylinder head cover, wherein the common rail is arranged in the cylinder head cover.

5. Internal combustion engine according to Claim 4, characterized in that a cable harness is arranged in the cylinder head cover.

6. Internal combustion engine according to Claim 5, characterized in that the controller (1) is arranged on top of or on the cylinder head cover.

7. Internal combustion engine according to Claim 5 or 6, characterized in that the controller (1) can be connected in a cableless manner to the cable harness integrated in the cylinder head cover.

8. Internal combustion engine according to one or more of the preceding claims, characterized in that an engine-oil cooler (17) is arranged laterally on the crankcase approximately at the height of and spatially behind one of the at least one electric motors (16), in particular on an exhaust side of the internal combustion engine.

9. Internal combustion engine according to Claim 8, characterized in that an exhaust-gas recirculation (EGR) module is arranged laterally on the crankcase above the engine-oil cooler (17), in particular on an exhaust side of the internal combustion engine.

10. Internal combustion engine according to one or more of the preceding claims, characterized in that a high-pressure pump is arranged laterally on a cylinder head of the internal combustion engine, in particular on a service side of the internal combustion engine, in such a way that it can be connected in a cableless manner to a common rail arranged in the cylinder head cover.

11. Internal combustion engine according to one or more of the preceding claims, characterized in that at least one hydraulic pump is arranged under the electric motor (8) arranged laterally on the crankcase and, like the electric motor (8) is arranged via a gear mechanism on the front-end gear drive.