ACCOMPANION DRIVE OF AN ENGINE

Description

[0001] The invention relates to an auxiliary drive of an internal combustion engine, in particular an internal combustion engine of a commercial vehicle.

[0002] Internal combustion engines of commercial vehicles often have a power take-off which is used to drive equipment or auxiliary units. For this purpose, it is known that a crankshaft of the internal combustion engine drives a shaft of the auxiliary drive via intermediate gears. From the published patent application EP 1 174 605 A2, for example, an auxiliary drive of an internal combustion engine is known, consisting of a shaft which is guided in a housing by means of radial and axial bearings and which is connected in a rotationally fixed manner to a gear. This gear can be driven by a crankshaft of the internal combustion engine via intermediate gears and the shaft has an output flange connected in a rotationally fixed manner to the shaft at its free end for driving work machines. In this case, the shaft, together with the radial and axial bearings and the gear, is integrated into the crankcase of the internal combustion engine, with the gear being arranged directly between the radial bearings.In this regard, GB 206 845 A and US 2 197 179 A disclose accessory assembly arrangements relevant to power turbine couplings on the crankshaft.

[0003] It is also known that modern internal combustion engines have numerous auxiliary units. In addition to those auxiliary units that are directly required for the operation of the vehicle engine, such as the alternator, water pump, or compressor, there is an increasing use of auxiliary units designed to improve vehicle comfort, such as air conditioning compressors, power steering pumps, etc. These auxiliary units are usually attached to the vehicle engine and driven by it via chain drives, belt drives, gear drives, or a combination thereof. The more auxiliary units a vehicle has, the more difficult it becomes to attach them appropriately to the engine, and the more complex and complicated the required drives become. Such a multitude of auxiliary units and belt drives, etc., poses difficulties not only because of the generally very tight engine compartment space today.

[0004] InFigure 1 is a perspective view of an arrangement 10 of auxiliary units of an internal combustion engine known from the prior art. This is an internal combustion engine 1 of a commercial vehicle designed as a diesel internal combustion engine. The internal combustion engine 1 is closed at the bottom by an oil pan 19. The top of the internal combustion engine 1 is designated by the reference numeral 5. On the front end face 4 of the internal combustion engine 1 there is a belt transmission 6 driven by the internal combustion engine, hereinafter referred to as belt drive. In the perspective view of the Figure 1The belt is designated by reference numeral 6b, and a drive pulley by reference numeral 6a. The belt drive drives, in a conventional manner, a 24V generator (alternator) 11, a water pump 12, and a refrigerant compressor 13 of the air conditioning system. The water pump 12 and refrigerant compressor 13 are also arranged behind the fan 7 on the front end face 4, but on the Figure 1 not shown rear part of the front end face 4 and thus on the side of the front end face 4 opposite the generator 11.

[0005] On the front end face 4 there is also a front gear drive (gear transmission) driven by the internal combustion engine, the gears of which are enclosed by the control housing 51 and thus in the representation of the Figure 1are not visible. The front gear drive drives the fan 7 arranged on the front end face 4, a high-pressure fuel pump 15 arranged laterally on the crankcase 2, and an oil pump. Furthermore, a rear gear drive is present, ie a gear drive arranged on the transmission-side end face 3 of the internal combustion engine 1, which is driven by the internal combustion engine 1. The rear gear drive is enclosed by the control housing 52 and is therefore not shown in the illustration of the Figure 1 not visible. The crankcase 2 is open at the end faces 3, 4 and is closed at the end faces by the timing housings 51, 52, in which the gear drives are housed.

[0006] The rear gear drive drives an air compressor 14, also known as an air compressor, which is designed as a piston compressor. The air compressor 14 supplies compressed air to the commercial vehicle's compressed air system. The air compressor is attached to a lower rear section of the side wall of the crankcase. At this point, there is an opening in the crankcase 2 through which the power flows between the air compressor 4 and the rear gear drive.

[0007] The rear wheel drive also drives a power steering pump located on the air compressor 14. The rear wheel output also drives the camshaft drive in a known manner and has a power take-off drive for driving, for example, a hydraulic pump for the commercial vehicle's superstructure (not shown in each case).

[0008] Such a design allows almost all of the available space to be used to accommodate the auxiliary units required for conventionally equipped vehicles. However, problems arise when adding additional auxiliary units, for example, if the commercial vehicle is to be equipped with a waste heat recovery (WHR) system that utilizes, for example, an expansion machine.

[0009] Against this background, the invention is based on the object of providing a possibility for arranging auxiliary units in an internal combustion engine that avoids the disadvantages of conventional arrangements. In particular, the invention is based on the object of providing an arrangement of auxiliary units in an internal combustion engine that requires little installation space and allows for the modification of an internal combustion engine for applications with additional auxiliary units with little effort.

[0010] These objects are achieved by a secondary drive having the features of the independent claim. Advantageous embodiments and applications of the invention are the subject of the dependent claims and are explained in more detail in the following description, with partial reference to the figures.

[0011] According to general aspects of the invention, an auxiliary drive of an internal combustion engine is provided, comprising a shaft which is operatively connected to a crankshaft of the internal combustion engine and which has two shaft ends, in particular two free shaft ends, which are each designed for connection to a power-generating and / or power-absorbing machine, in particular a power-generating and / or power-absorbing machine arranged outside the crankcase.

[0012] In other words, the shaft has a first shaft end that is arranged such that it can be connected to a first power-generating and / or power-absorbing machine located outside the crankcase. The shaft also has a second shaft end that is arranged such that it can be connected to a second power-generating and / or power-absorbing machine located outside the crankcase. The two machines can thus be operatively connected to the shaft at opposite ends of the shaft, in alignment with one another. The shaft is operatively connected to the internal combustion engine at a point offset in the axial direction from the shaft ends. The auxiliary drive thus forms a T-shaped power split by means of the shaft.

[0013] The term auxiliary drive refers to a power take-off and / or a power take-off. The auxiliary drive can function as a power take-off to drive one or more auxiliary units. In this case, power flow is directed out of the internal combustion engine via the auxiliary drive. The auxiliary drive can also function as a power take-off, with power flowing via the auxiliary drive to the internal combustion engine. An auxiliary drive within the meaning of this invention thus represents an interface on the internal combustion engine, e.g. on the combustion engine, via which an auxiliary unit or other device can be mechanically connected to the internal combustion engine, e.g. in order to be driven by the crankshaft or to supply mechanical energy to the crankshaft.

[0014] A particular advantage of the auxiliary drive according to the invention is that the shaft has not just one free end, but two free ends, so that not just one, but two power-generating and / or power-receiving machines can be operatively connected to the crankshaft of the internal combustion engine via the shaft. This is particularly advantageous for motor vehicles that have an expansion machine of a waste heat recovery system for converting waste heat from the internal combustion engine or an engine braking system into usable energy, which will be explained in more detail below.

[0015] The shaft can advantageously be arranged laterally on the internal combustion engine, in particular on a transmission-side lateral end region of the internal combustion engine.

[0016] According to a particularly preferred embodiment, the auxiliary drive has a housing in which the shaft is mounted. According to a variant of this embodiment, this housing can be fastened to the crankcase, in particular to an outer side of the crankcase, or can be formed as part of the crankcase. The housing can, for example, be fastened laterally and externally to the crankcase. According to another variant, this housing can be fastened to a control housing or can be formed as part of the control housing. The term control housing refers to a housing in which a gear drive operatively connected to the internal combustion engine is arranged. The crankcase is usually open at one end. The control housing is arranged on the end and thus closes off the crankcase at one end. The control housing can be the rear control housing in which the rear, i.e. transmission-side, gear drive is accommodated.This housing can also be attached to both the crankcase and the timing case. The shaft is thus attached to the crankcase and / or timing case via this housing. The housing is therefore referred to below as the intermediate housing. These variants offer the advantage that existing crankcase shapes and designs do not need to be modified to accommodate the shaft. Instead, a separate intermediate housing is attached to the outside of the crankcase or timing case.

[0017] According to a first variant of the invention, the shaft is mounted in a housing section of the crankcase. According to a second variant of the invention, the shaft is mounted in a housing section of the timing case in which the rear, i.e., transmission-side, gear drive, which is operatively connected to the internal combustion engine, is mounted. These variants offer the advantage of eliminating the need for a separate intermediate housing.

[0018] The housing section and the intermediate housing can each have an opening in the region of the shaft ends in order to connect a machine arranged outside of and / or on the crankcase to one of the shaft ends.

[0019] The intermediate housing can be arranged on a lateral wall of the crankcase of the internal combustion engine or on the rear, i.e., transmission-side, end face of the internal combustion engine. The two lateral walls of the crankcase run between the two end faces and are guided vertically toward an oil pan provided in a lower region of the crankcase. Further preferably, the intermediate housing can be arranged on a transmission-side lateral end region of the crankcase of the internal combustion engine, in particular on a transmission-side region of the lateral wall of the crankcase or timing case. This arrangement allows the shaft to be connected, for example, to a rear gear drive of the internal combustion engine that is operatively connected to the crankshaft.

[0020] Furthermore, the shaft can be supported in the intermediate housing or the housing section by means of at least one radial and / or at least one axial bearing. The radial and / or axial bearings absorb the radial and / or axial forces acting on the shaft, which are caused, for example, by the mechanical connection of the shaft to the gear drive. Such an arrangement can reduce or eliminate the forces acting on the bearings of the auxiliary components, which usually limit their service life.

[0021] According to a further possible aspect of the invention, a fastening interface for the rotationally secured fastening of a housing of the power-generating and / or power-consuming machine can be provided on opposite end faces of the intermediate housing or the housing section. Each fastening interface is thus assigned to a shaft end. The end faces of the intermediate housing are each assigned to one of the free shaft ends and are essentially perpendicular to the axis of rotation of the shaft. The intermediate housing can thus perform a multiple function: The intermediate housing can serve to accommodate the shaft in a bearing and to fasten the machine housings of the machines operatively connected to the shaft, as well as protect the shaft from contamination and mechanical damage. In the simultaneous design as a control housing, it can enclose the rear gear drive and the flywheel.

[0022] Furthermore, the intermediate housing or the housing section can each have an opening in the region of the shaft ends, so that a power-generating and / or power-receiving machine arranged outside the intermediate housing and / or housing section can be brought into operative connection with a shaft end of the shaft via such an opening.

[0023] According to the invention, one of the shaft ends is operatively connected to an expansion machine, which is part of a waste heat utilization system for converting waste heat from the internal combustion engine or an engine braking system into usable energy, preferably by means of a steam cycle. In such a waste heat utilization system, a circulating medium is brought to a high pressure level using a steam cycle, e.g., an ORC (Organic Rankine Cycle) process, evaporated in an evaporator, and superheated. This steam is fed to an expansion machine, which converts the energy stored in the steam into usable energy. After the expansion machine, the steam is liquefied again and fed to a feed pump.

[0024] Furthermore, at least one of the shaft ends can be operatively connected to an electrical machine operable as a motor and / or generator, e.g., a motor / generator operable with a 12V, 24V, 48V, or high-voltage (e.g., 400V) operating voltage and electrically connected to the vehicle's electrical system. One of the free shaft ends can also remain free, i.e., not be equipped.

[0025] Furthermore, both shaft ends can be connected to an electrical machine that can be operated as a generator and preferably as a motor.

[0026] A particularly advantageous embodiment is one in which one of the shaft ends is operatively connected to an expansion machine and the other shaft end is operatively connected to an electrical machine operable as a motor and generator. If both the expansion machine and the motor / generator are connected to the shaft, this arrangement offers the advantage that the expansion machine and the generator can be operatively connected to each other and to the combustion engine via the shaft, enabling optional electrical and mechanical utilization of the expansion machine's energy. A particular advantage of the invention is therefore that various configuration variants can be implemented with the auxiliary drive interface according to the invention.For vehicle variants that are to be equipped with a waste heat recovery system using a steam cycle, one end of the shaft can be equipped with an expansion machine, while the other end is equipped with a motor / generator. Depending on market requirements, the motor / generator can be designed either as a generator or motor / generator with 12V, 24V, or 48V operating voltage, as a motor / generator with high-voltage operating voltage (e.g. 400V), or a different operating voltage. For vehicle variants that are not to include a waste heat recovery system, one of the free ends can remain free and the other can be equipped with the motor / generator. For applications with high power requirements, e.g., buses, a generator or motor / generator can also be connected to each free end of the shaft.

[0027] Within the scope of the invention, at least one clutch or an active or passive switching element can also be provided to selectively establish or separate the operative connection between the machine connected at one free end and the machine connected at the other free end and / or to selectively establish or separate the operative connection of the shaft to the internal combustion engine. Alternatively, no such clutch or switching element can be provided, so that the shaft is operatively connected to the internal combustion engine in a fixed and / or non-switchable manner, in particular permanently, and / or that the machines connected at both free ends are operatively connected in a fixed and / or non-switchable manner, in particular permanently.

[0028] The shaft can be arranged so that its axis of rotation runs parallel or substantially parallel to the crankshaft axis. The free shaft ends can each have a suitably designed connecting element for connection to a power-generating and / or power-receiving machine. The connecting element can be designed, for example, as a connecting flange, internal gearing, external gearing, a truncated cone, a splined shaft profile, a toothed shaft profile, or any other shaft-hub connection.

[0029] The shaft can be connected in a rotationally fixed manner to a gear, wherein the gear can be driven by the crankshaft of the internal combustion engine via intermediate gears. The shaft can be operatively connected to the crankshaft, in particular, via a gear drive. The gear drive can be arranged at a transmission-side end region of the internal combustion engine. The operative connection of the shaft to the gear and / or the gear drive preferably takes place at a shaft section that is spaced from the free ends of the shaft.

[0030] This gear drive of the internal combustion engine can also be connected to a power steering pump, another power take-off, an oil pump, a high-pressure fuel pump and a camshaft drive.

[0031] According to a further variant, the shaft is arranged on a cold side of the internal combustion engine. This is particularly advantageous if the expansion machine is connected to a free shaft end, since WHR circuits usually operate with a flammable fluid, e.g. ethanol, so that in the event of a leak, this fluid does not directly reach the hot side of the engine. Internal combustion engines are known to have a hot side, which has a higher temperature during operation than the cold side. The hot side of the internal combustion engine is, for example, the side of the internal combustion engine on which an exhaust manifold is located. The exhaust gas turbocharger can also be arranged on the hot side. In a commercial vehicle, the charge air line and / or the engine control unit are typically arranged on the cold side.

[0032] For space-saving reasons, especially in a commercial vehicle, it is particularly advantageous to arrange the shaft and / or the intermediate housing in a specific angular range on the crankcase, wherein an angle is determined from a rear end face of the crankcase in the direction of the internal combustion engine and starting from an angle of 0° on the underside of the crankcase in a clockwise direction upwards. In other words, the angular range, shown in Figure 3, described as if looking at the internal combustion engine from behind (from the transmission side). The angle is thus defined relative to a vertical plane parallel to the crankshaft, so that the angular range from 0° to 360° spans a perpendicular circle to this vertical plane. An angle of 0° thus corresponds to a location at the bottom and center of the crankcase; an angle of 180° corresponds to a location at the top center of the crankcase; and an angle of 90°, 270°, or -90° corresponds to a location on the side wall of the crankcase.

[0033] An advantageous location for the intermediate housing and / or the shaft is on the side wall of the crankcase in an angular range of 110° to 160° or 200° to 250°, since in this case the installation space in a commercial vehicle engine is not taken up by a vehicle frame or the vehicle axle and the arrangement does not restrict the ground clearance.

[0034] The invention further relates to a motor vehicle, in particular a commercial vehicle, with an arrangement of auxiliary units as described in this document.

[0035] Further details and advantages of the invention are described below with reference to the accompanying drawings. They show: Figure 1 shows a perspective view of an arrangement of auxiliary units on an internal combustion engine of a commercial vehicle known from the prior art; Figure 2 shows a perspective view of an arrangement of auxiliary units on an internal combustion engine of a commercial vehicle with an auxiliary drive according to an embodiment of the invention; Figure 3 shows a rear front view of the internal combustion engine to illustrate angular ranges; Figure 4 shows a detailed view of an auxiliary drive according to an embodiment of the invention; and Figures 5A and 5B show detailed views of an auxiliary drive according to a further embodiment of the invention.

[0036] Identical or functionally equivalent elements are designated by the same reference numerals in all figures.

[0037] Figure 2 shows a perspective view of an arrangement 20 of auxiliary units on an internal combustion engine 1 of a commercial vehicle according to an embodiment of the invention. The internal combustion engine 1 is designed as a diesel engine. The top of the internal combustion engine 1 is as in Figure 1 with the reference number 5, the front end with the reference number 4 and the rear, transmission-side end with the reference number 3. The arrangement 20 of the auxiliary units shown is belt-drive-free, ie without a belt drive. The front gear drive is also Figure 1 shown arrangement has been omitted.

[0038] For example, based on the Figure 1In the known arrangement shown, the elimination of the belt drive is made possible by electrifying the components previously driven by the belt drive or relocating them to the rear gear drive. The generator 24 is now driven by the rear gear drive, whereby the generator 24, in comparison to the generator 14 of the Figure 1 can also be designed as a motor / generator with 12V, 24V, 48V or high-voltage (e.g. 400V) operating voltage. The generator 24 can therefore be operated not only as a generator, but also as a motor and can be supplied with electrical energy for motor operation from an electrical energy storage device of an on-board electrical system (not shown in each case). The rear gear drive, which can be designed in a manner known per se, is located in the area of ​​the rear end face 3 and is enclosed by the control housing 52 and is therefore shown in the illustration of the Figure 2 not visible.

[0039] The water pump 22 is designed as an electrified component with 48V operating voltage and is mounted on the front of the engine 4. The refrigerant compressor (in Figure 2 not shown) is also designed as an electrified component with 48V operating voltage and can therefore be installed in the frame. The refrigerant compressor installed on the vehicle frame is Figure 2 not shown. The power steering pump (in Figure 2 not shown) is also designed as an electrified component with 48V operating voltage and can therefore be installed in the frame. The steering pump installed on the vehicle frame is in Figure 2 not shown.

[0040] For example, based on the Figure 1 The known arrangement shown in the drawing shows the elimination of the front gear drive in the Figure 2The design variant shown is made possible by relocating the components previously driven by the front gear drive to the rear gear drive - with the exception of the fan 7, which is arranged coaxially and non-rotatably to the crankshaft on a crankshaft stub 21. The dashed line 18 represents the center axis of the crankshaft. The high-pressure fuel pump 15 and the oil pump are mechanically driven by the rear gear drive. The oil pump can also be electrically driven and thus partially electrified. The rear gear drive also drives a camshaft drive in a manner known per se (neither shown). The rear gear drive also has a power take-off (not shown), for driving, for example, a hydraulic pump for superstructures of the commercial vehicle.

[0041] A special feature of the arrangement 20 is that the piston air compressor consists of Figure 1was replaced by a compressor device for generating compressed air in a compressed air system, in which at least one cylinder of the internal combustion engine has a controllable valve arranged in the cylinder head, via which, when the valve is open, a connection can be established from the combustion chamber of the at least one cylinder to a compressed air system and compressed gas from the combustion chamber can be supplied to a compressed air reservoir of the compressed air system. A compressor device which specifically extracts compressed air from a cylinder of the internal combustion engine to generate compressed air is known per se from the prior art and is therefore not described further here. By way of example, reference is made to the documents DE 199 02 052 C2, DE 197 35 822 C1, DE 101 35 363 A1, DE 43 09 860 C1 or DE 31 18 269 A1, which describe compressor devices of this type.

[0042] At the auxiliary drive interface thus released, a shaft 42 is arranged on the internal combustion engine as part of an auxiliary drive 40. A 48V motor / generator 24 and an expansion machine 25 are arranged on the shaft, which will be described in more detail below in connection with the description of Figure 4 described.

[0043] The view of the Figure 2shows the cold side 31 of the internal combustion engine 1, with the engine control unit 17, the charge air duct 9, a fuel module 16, and the auxiliary drive 40, on which, for example, a motor / generator 24 and an expansion machine 25 are arranged. Various components for supporting the fuel supply, such as a fuel filter and pressure regulator, are integrated in the fuel module 16. In addition to the expansion machine 25, other known components of a steam circuit are arranged on the cold side, namely a feed pump 26, a distribution valve 27, a bypass valve 28, and a condenser 29, each of which is attached to the crankcase 2.

[0044] Figure 3shows a rear front view of the internal combustion engine to illustrate angular ranges at which the auxiliary units are arranged. To define an angular range, an angle α is seen from a rear end face (transmission side) of the crankcase 2 in the direction of the internal combustion engine 1 and, starting from an angle of 0° on the underside of the crankcase, is determined clockwise upwards. The following optional angular ranges of the component arrangement are therefore described as if looking at the internal combustion engine from the rear (transmission side). The angle is thus defined with respect to a vertical plane 30 parallel to and containing the crankshaft, so that the angular range from 0° to 360° spans a circle perpendicular to this vertical plane. In the example shown, side 31 is the cold side and side 32 is the hot side of the internal combustion engine.

[0045] The auxiliary drive 40 (with the exemplary mounted machines motor / generator 24 and expansion machine 25) is arranged on the side wall of the crankcase on the cold side 31 at an angle of 110° to 160°. The fuel pump 15 is arranged on the cold side 31 at an angle of 60° to 120°. The oil pump is arranged in the lower area of ​​the crankcase at an angle of -90° to 90°. If the cold and hot sides were reversed, the motor / generator would be arranged at an angle of 200° to 250°, and the fuel pump would be arranged at a angle of 240° to 300° on the side of the crankcase.

[0046] Figure 4 shows a detailed view of an auxiliary drive 40 according to an embodiment of the invention, wherein only the auxiliary drive 40 is shown in a sectional view. It has already been mentioned above that an auxiliary drive interface, at which in a combustion engine known from the prior art (see Figure 1 ) an air compressor is arranged, is now used to arrange a shaft 42 having two free shaft ends 42a, 42b, each designed for connection to a power-generating and / or power-receiving machine 24, 25. The axis of rotation of the shaft 42 runs parallel to the crankshaft rotation axis 18.

[0047] The free shaft ends 42a, 42b can, for example, have a connecting flange, an internal gear, an external gear, a truncated cone, a splined shaft profile, a toothed shaft profile, or comparable interfaces for connecting to a respective power-supplying and / or power-receiving machine 24, 25. In the example shown, the shaft 42 is designed as an internally toothed shaft, so that the power-supplying and / or power-receiving machines 24, 25 are operatively connected to the shaft 42 via an external gear 46.

[0048] The power input and / or output of shaft 42 is via the rear gear drive, with the operative connection to the crankshaft 18 being via a lateral opening in the crankcase 2. Shaft 42 is connected in a rotationally fixed manner to a gear 50 of the rear gear drive, with gear 50 being drivable from the crankshaft of internal combustion engine 1 via intermediate gears of the rear gear drive. Gear 50 is secured to shaft 42 with fastening elements 47, e.g., screws.

[0049] An intermediate housing 41 is located on the crankcase, which is located above the side opening and is attached to the side wall of the crankcase 2 on the outside of the crankcase. The intermediate housing 41 is attached to the cold side of the internal combustion engine at an angle of 110° to 160°, as described above for the motor / generator 25. The intermediate housing 41 is attached to the crankcase by means of fastening elements 43, for example, screws.

[0050] The shaft 42 is mounted in the intermediate housing 41 by means of radial and axial bearings. Mounting flanges 44, 45 are provided on opposite end faces 48 of the intermediate housing 41 for securing the housings of the power-generating and / or power-receiving machines 24, 25 in a rotationally secure manner.

[0051] The transmission-side shaft end 42b of the shaft 42 is connected to the motor / generator 24. The opposite shaft end 42a of the shaft is connected to an expansion machine 25. Of course, this arrangement can also be reversed, so that the expansion machine 25 would be located at the transmission-side shaft end 42b. The expansion machine 25 is part of a waste heat utilization system for converting waste heat from the internal combustion engine into usable energy by means of a steam cycle, which further includes the feed pump 26, the distribution valve 27, the bypass valve 28, and the condenser 29, as described above.

[0052] The expansion machine 25 and the motor / generator 24 are operatively connected to each other as well as to the crankshaft of the internal combustion engine 1 via the rear gear drive.

[0053] The Figures 5A and 5B show detailed views of a secondary drive 60 according to a further embodiment of the invention. Figure 5A shows a perspective detailed view of a lateral rear end area of ​​the internal combustion engine. The special feature of this embodiment is that the shaft 42 of the auxiliary drive 60 is mounted in a housing section of the rear control housing 52a. For this purpose, the rear control housing 52a, which also houses the rear gear drive, is Figure 2 The control housing 52 shown is designed to be higher, so that the shaft 42 can be arranged on an upper outer housing section of the control housing 52a. The flywheel housing is designated by reference numeral 56.

[0054] Figure 5Bshows the auxiliary drive 60 in a sectional view. It has already been mentioned above that the intermediate housing 41 can also be a part of the rear control housing 52a or the control housing itself. In the present case, the intermediate housing 41, in which the shaft 42 is mounted, is designed as part of the control housing 52a. Thus, the mounted shaft 42 and the gear 50 mounted thereon form part of the rear gear drive. The intermediate housing 41 is similar to the intermediate housing in Figure 2 In particular, components with the same reference numerals correspond to the components of the Figure 2 and are not described separately. The gear 50 is secured to the shaft 42 by screws. List of reference symbols

[0055] 1Internal combustion engine, in particular combustion engine 2Crankcase 3Gearbox side of the combustion engine 4Front end of the combustion engine 5Top of the combustion engine 6Belt drive 6aPulley 6bBelt 7Fan 9Charge air duct 10Drive arrangement 11Generator 12Water pump 13Refrigerant compressor 14Air compressor 15High-pressure fuel pump 16Fuel service module 17Engine control unit 18Crankshaft centerline 19Oil pan 20Drive arrangement 21Flange 22Water pump (electrified) 24Motor / generator 12V, 24V, 48V or high voltage (e.g.400V) 25Expander 26Feed pump 27Distribution valve 28Bypass valve 29Condenser 30Vertical plane 31Cold side of the engine 32Hot side of the engine 40PTO 41Intermediate housing 42Internally splined shaft 42aFirst end 42bSecond end 43Fastener 44Fastener flange 45Fastener flange 46Splined shaft-hub connection 47Fastener 48End face 50Gear 51Front timing case 52Rear timing case 52aRear timing case 56Flywheel housing 60PTO.

Claims

1. An auxiliary drive (40; 60) of an internal combustion engine (1), having a shaft (42) which is operatively connected to a crankshaft (18) of the internal combustion engine (1) and which has two shaft ends (42a, 42b) which are configured in each case for connection to a machine (24, 25) arranged outside the crankcase; characterized in that the shaft is mounted in a case section of a) the crankcase; or b) a control case in which a rear gear drive is mounted which is operatively connected to the internal combustion engine.

2. The auxiliary drive (40) according to Claim 1, characterized in that on opposite face sides (48) of the case section, there is provided in each case one fastening interface (44, 45) for the rotationally secured fastening of a case of the machine (24, 25).

3. The auxiliary drive (40) according to one of the preceding claims, characterized in that a) one (42a) of the two shaft ends is connected to an expansion machine (25); and / or b) one (42b) of the two shaft ends is connected to an electric machine (24) which is operable as a motor and as a generator; and / or c) the two shaft ends (42a, 42b) are each connected to an electric machine (24) which is operable as a generator and preferably also as a motor.

4. The auxiliary drive (40) according to Claim 3a, characterized in that the expansion machine (25) is part of a waste heat recovery system for converting waste heat of the internal combustion engine or of an engine braking system into utilizable energy.

5. The auxiliary drive (40) according to one of the preceding claims, characterized in that the shaft (42) is arranged on a cold side (31) of the internal combustion engine (1).

6. The auxiliary drive (40) according to one of the preceding claims, characterized in that, as viewed in the direction of the internal combustion engine (1) from a face side of the internal combustion engine (1) and proceeding upward clockwise from an angle of 0° at the bottom side of the crankcase, the shaft (42) is arranged in an angle range from 110° to 160° or from 200° to 250°.

7. The auxiliary drive (40) according to one of the preceding claims, characterized in that an axis of rotation of the shaft (42) runs parallel to the crankshaft axis (18) of the internal combustion engine (1).

8. The auxiliary drive (40) according to one of the preceding claims, characterized in that the free shaft ends (42a, 42b) have, for the connection to in each case one machine (24, 25), in each case one of the following connection elements: a connecting flange, an internal toothing, an external toothing, a frustum, a splined shaft profile, a toothed shaft profile or some other shaft-hub connection.

9. The auxiliary drive (40) according to one of the preceding claims, characterized in that the shaft (42) is connected rotationally conjointly to a gearwheel (50), wherein the gearwheel (50) can be driven by the crankshaft of the internal combustion engine (1) via intermediate gears.

10. The auxiliary drive (40) according to one of the preceding claims, characterized in that the shaft (42) is operatively connected via a gear drive to the crankshaft, a) wherein the gear drive is arranged on a gearbox-side end region of the internal combustion engine (1); and / or b) wherein the gear drive is operatively connected to at least one of the following devices: a steering assistance pump, a camshaft drive input, a high-pressure fuel pump, a further auxiliary drive (power take-off) and / or an oil pump.

11. A motor vehicle, in particular utility vehicle, having an auxiliary drive (40) according to one of the preceding claims.