Method for converting a vehicle, method for providing a drive unit, drive unit and vehicle

Abstract

A method for converting a vehicle by exchanging its drive unit from an internal combustion engine driving principle to an electrically operated drive train, wherein, as a replacement unit, the drive unit with at least one electrically operated motor is provided, wherein the replacement unit (i) is spatially compatible with the available installation space of the removed drive unit with the internal combustion engine, (ii) is mechanically compatible for the interfaces, and (iii) behaves functionally identically at all the interfaces. The invention follows the form-fit-function concept and thereby permits extremely rapid market access for converted vehicles because they can continue to use existing component approvals for the greatest possible number of their components, thus rendering new approval tests unnecessary as far as possible.

Description

[0001] Method for converting a vehicle, method for providing a drive unit, drive unit and vehicle

[0002] The invention relates to a method for converting a vehicle, a method for providing a drive unit, a drive unit and a vehicle.

[0003] From the prior art, a method for converting a vehicle is known by exchanging its drive unit from an internal combustion engine drive principle to an electrically operated drive train, wherein a vehicle for an internal combustion engine drive principle has a drive unit with an internal combustion engine or for an electrically operated drive train has a drive unit with an electrically operated motor, wherein the vehicle belongs to the group of commercial vehicles, special vehicles, mobile work machines and watercraft, wherein the drive unit with internal combustion engine has a crankshaft for generating rotary movements, and at least one output for transmitting the rotary movements to a drive train of the vehicle, and at least one drive-independent internal output,for transmitting rotary movements of the shaft to auxiliary units mounted directly on the internal combustion engine for the operation of basic functions of the vehicle and optionally one or more further auxiliary drives for the direct mechanical operation of external units for additional functions of the vehicle (e.g. vehicle bodies), with the following steps: The drive unit with internal combustion engine is mechanically separated from the vehicle and optionally existing bodies, and the drive unit with internal combustion engine is removed from the vehicle with the remaining operatively connected auxiliary units coupled to it, and a drive unit with at least one electrically operated motor is produced, which has a shaft for transmitting rotary movements and at least one output for transmitting the rotary movements to the drive train of the vehicle and an electrically operated replacement of the auxiliary units that is independent of the main drive,where these may be new, electrically operated ancillary units or at least partially the removed mechanically operated ancillary units with an additional electrically operated motor, and the drive unit with an electrically operated motor is installed in the vehicle together with the independent replacement of the ancillary units with mechanical mounts in place of the drive unit with a combustion engine and is operatively coupled to the vehicle's drive train by means of adapters, and the independently electrically operated replacement of the ancillary units is coupled to the vehicle via additional or adapted connecting cables to compensate for the positioning of the new ancillary units compared to the original state.

[0004] The invention is based on the object of providing an improvement or alternative to the prior art.

[0005] According to a first aspect of the present invention, the stated object is achieved by a method for converting a vehicle by exchanging its drive unit from an internal combustion engine drive principle to an electrically operated drive train, wherein a vehicle for an internal combustion engine drive principle has a drive unit with an internal combustion engine, and wherein a vehicle for an electrically operated drive train has a drive unit with an electrically operated motor, wherein the vehicle belongs to the group of commercial vehicles, special vehicles, mobile work machines and watercraft, wherein the drive unit with an internal combustion engine has a crankshaft for generating rotary motion, driven by a core engine, and at least one main output, for transmitting the rotary motion to a drive train of the vehicle, and at least one internal output,for transmitting the rotary motion to internal auxiliary units, and optionally at least one drive-independent power take-off for transmitting the rotary motion to external units, wherein the conversion method comprises the following steps: a. the drive unit with combustion engine is mechanically separated from the vehicle, as follows: i. Main power take-off: The coupling between the main power take-off and the drive transmission is released. ii. Internal power take-offs connecting the core engine and the auxiliary units: The connection between the auxiliary units and their connections to the rest of the vehicle, for example to the respective auxiliary media, e.g. compressed air, hydraulics, power steering, 24 V on-board power supply, etc., is severed; whereby the auxiliary units remain at least partially, preferably completely, on the unit. iii. Power take-offs: If power take-offs are present that lead to external units,These are also separated. iv. Other connections: All other mechanical, thermal, and electromechanical connections are removed, for example, screw connections; hoses and connectors, such as control connections and power supply; so that the drive unit with combustion engine and the connected, functionally connected ancillary units are removed from the vehicle and disconnected at a number of interfaces; b. The drive unit with at least one electrically operated motor is provided as a replacement unit, whereby the replacement unit i. is spatially compatible with the available installation space of the removed drive unit with combustion engine, ii. is mechanically compatible with the interfaces, and iii. behaves functionally identically at all interfaces, i.e., at the main drives, connections between the ancillary units and the rest of the vehicle, and the optional power take-offs.

[0006] In conceptual terms, it should be explained that the identical behavior at the interfaces is to be understood as the main drives, connections between the auxiliary units and the rest of the vehicle and the optional auxiliary drives.

[0007] The presented aspect of the invention can be summarized in technical jargon as form-fit and functional compatibility:

[0008] The first requirement is that the shape of the replacement unit must fit into the available space of the removed combustion engine unit.

[0009] This particularly means that, ideally, the new unit should not exceed the space occupied by the previous unit. In this simplest case, there is no doubt that the new unit can be inserted into the space occupied by the old unit.

[0010] Any displacement or bending of movable elements within the installation space, such as cables, wiring harnesses, or hoses, should be considered as available, free installation space. It is crucial that components of the remaining vehicle do not have to be modified so that they interact in a new way, as this could require a new registration of the remaining vehicle.

[0011] However, the new unit may require more installation space overall or in certain locations than the previous unit. This always depends on the specific space available in the vehicle.

[0012] However, the second requirement must also be met: mechanical "fit." This means that existing mechanical connection points must be usable. For example, there are holes that serve as mechanical mounting points into which the unit is suspended and secured in the installation space and the kinetic work is transferred using screws and, if necessary, rivets. It must be possible to sufficiently fasten the new unit using the mounting points available on the vehicle. Adapters can also be part of the new unit for this purpose; it is not absolutely necessary for the new unit to be constructed in one piece up to the mounting points. Ideally, however, the new unit, with or without an adapter, uses all of the mounting points of the previous unit to the rest of the vehicle.

[0013] Not all existing mechanical connection points need to be used. This means that some existing mechanical connection points may remain unused after the vehicle is converted, for example, because the replacement unit is smaller and / or lighter than the original unit.

[0014] The third requirement is the function:

[0015] There are various connections between an assembly and the rest of the vehicle. These can include, in particular, mechanical, thermal, and electromechanical connections. Since all physical connections are severed during removal (any wireless data connections cannot be mechanically severed but still form interfaces), the vehicle's control system expects the replacement assembly to again operate all interfaces. This is considered functional compatibility.

[0016] For mechanical functional compatibility, crankshaft emulation must be provided. Replacing the crankshaft, either with an electrically driven crankshaft (in which case it can theoretically be taken from the original unit) or, preferably, with a replacement crankshaft, is necessary according to the current assessment of the invention.

[0017] In the new replacement engine: The original accessories are preferred. These are driven via the internal power take-offs. The original accessories are connected to the original transfer cases. The transfer cases were originally driven by the crankshaft, so after the conversion they are driven by the replacement shaft.

[0018] This also has a direct impact on media handling. For example, if the original unit contains a water pump for a cooling water circuit, the control system of the remaining vehicle expects the pump to continue running and flushing the water even after the conversion, even if there is no longer a combustion engine to cool. For example, water can still be flushed. This has the side effect of allowing an electric battery to be cooled, but more importantly, it ensures that water is present in a thermal fluid circuit at a pressure sufficient for the remaining vehicle to record all measured values ​​within the limits expected by the control system.Now, to further explain the example, if the driver's cab of the vehicle requests hot water heated by the engine, for example, to provide warm heating air for the driver's cab, the replacement unit preferably provides an electric heater or reheater to also transfer the thermal medium to the remaining vehicle in a value range that is expected by the remaining vehicle, for example, in a range of 80 °C to 120 °C. For this purpose, the replacement unit preferably collects data using sensors and uses this data itself without transmitting it to the remaining vehicle via the main bus.It is therefore conceivable that the replacement unit, with its control unit, records the actual cooling water temperature, which can be between 10 °C and 50 °C, for example, and then reports the value expected from the remaining vehicle to the bus system as a fictitious value if the remaining vehicle requests this temperature, but uses the actual value for its own control, for example to provide the power of the afterheating for the requested hot water line to the driver's cab or for its ventilation to the required extent.

[0019] Another example could be the air compressor, which provides the compressed air for the vehicle's air brake system.

[0020] The proposed functional compatibility also explicitly extends to data: The replacement unit preferably has its own control unit, which, based on the data structure in the vehicle's electronic bus system, loads data into the bus system when and to the extent that the remaining vehicle expects this data.

[0021] An optional aspect of the invention can also be described as a method for converting a vehicle by exchanging its drive unit from an internal combustion engine drive principle to an electrically operated drive train, wherein a vehicle for an internal combustion engine drive principle has a drive unit with an internal combustion engine, and wherein a vehicle for an electrically operated drive train has a drive unit with an electrically operated motor, wherein the vehicle belongs to the group of commercial vehicles, special vehicles, mobile work machines and watercraft, wherein the drive unit with an internal combustion engine has a crankshaft for generating rotary movements, and at least one output for transmitting the rotary movements to a drive train of the vehicle, and at least one drive-independent internal output for transmitting rotary movements of the shaft to auxiliary units,and optionally has at least one auxiliary drive for transmitting the rotary motion of the shaft to external units, comprising the following steps: a. the drive unit with combustion engine is mechanically separated from the vehicle and optionally existing superstructures, and b. the drive unit with combustion engine is removed from the vehicle, in particular with all remaining, operatively connected auxiliary units coupled thereto, and c. the drive unit with at least one electrically operated motor is provided as a replacement unit, wherein the drive unit has a shaft for transmitting rotary motions, and at least one output for transmitting the rotary motions to the drive train of the vehicle, and at least one drive-independent output for transmitting rotary motions of the shaft to auxiliary units,and a drive engagement of the electrically operated motor with the shaft; and d. the drive unit with electrically operated motor is operatively coupled to auxiliary units, which correspond at least in part to the auxiliary units of the drive unit with internal combustion engine, and e. the drive unit with electrically operated motor is installed in the vehicle instead of the drive unit with internal combustion engine, and f. the drive unit with electrically operated motor is operatively coupled to the drive train of the vehicle and optional existing superstructures in a mechanically operative manner, and g. the operatively connected external units are coupled to the vehicle, wherein the drive unit with internal combustion engine has at least one drive-independent auxiliary drive for transmitting rotary movements of the shaft for work functions, and wherein the drive unit with electrically operated motor is connected to the at least one drive-independent output,for transmitting rotary movements of the shaft for work functions,

[0022] The following definitions are used:

[0023] The engine has two or (often) three different outputs:

[0024] - The so-called “main output” is coupled to the drive transmission and serves to drive the vehicle, or can also be used for other work functions via an optional intermediate transmission.

[0025] - One or more so-called "internal outputs" drive the so-called "auxiliary units." These auxiliary units serve internal functions of the vehicle. For example, they drive the air compressor for the air brake.

[0026] - One or more so-called "power take-offs" drive optional external units. External units are usually, but not necessarily, found in the body of vehicles of the type under consideration here. For example, they drive the hydraulic pump for a tipping device.

[0027] The described aspect of the invention is therefore based on a method for converting a vehicle by exchanging its drive unit from an internal combustion engine drive principle to an electrically operated drive train, wherein a vehicle for an internal combustion engine drive principle has a drive unit with an internal combustion engine orfor an electrically operated drive train having a drive unit with an electrically operated motor, wherein the vehicle belongs to the group of commercial vehicles, special-purpose vehicles, mobile work machines and watercraft, wherein the drive unit with an internal combustion engine has a crankshaft for generating rotary movements and at least one output for transmitting the rotary movements to a drive train of the vehicle, and at least one drive-independent internal output for transmitting rotary movements of the shaft to auxiliary units mounted directly on the internal combustion engine for operating basic functions of the vehicle and optionally one or more further auxiliary drives for the direct mechanical operation of external units for additional functions of the vehicle (e.g. vehicle bodies), with the following steps:.

[0028] The internal combustion engine drive unit is mechanically separated from the vehicle and any optional superstructures, and the internal combustion engine drive unit is removed from the vehicle along with the remaining, operatively connected ancillary units. A drive unit is provided with at least one electrically driven motor (which has a shaft for transmitting rotary motion and at least one output for transmitting the rotary motion to the vehicle's drivetrain) and an electrically driven replacement of the ancillary units independent of the main drive. These can be new, electrically driven ancillary units or, at least in part, the removed mechanically driven ancillary units with an additional electrically driven motor.

[0029] The drive unit with an electrically driven motor is installed in the vehicle instead of the drive unit with an internal combustion engine, together with the independent replacement of the auxiliary units with mechanical mounts.

[0030] The new drive unit can be operatively coupled to the vehicle's drivetrain using adapters. After installation of the drive unit with electrically powered motor, it is possible that an adapter will be required in some places. An adapter can be used for mechanical, thermal and / or electromechanical adaptation. Such an adapter can, for example, be created for thermal adaptation by an additional connecting cable or by adapting an existing connecting cable. The adapter's function is to compensate if one of the new ancillary units has a different installation position than the original position, i.e. the position the ancillary unit had in the drive unit with a combustion engine.

[0031] The presented aspect of the invention therefore proposes that the drive unit with an electrically powered motor replaces the drive unit with a combustion engine in such a way that no modifications to the vehicle are required for the mechanical integration of the electrically powered drive unit, the existing connection points for attachment remain unchanged, and all functions provided by the drive unit with a combustion engine are retained unchanged at all interfaces to the vehicle. The invention is thus realized through form, fit, and functional compatibility.

[0032] No changes to the vehicle during mechanical integration means that the electrically operated drive unit advantageously uses at least essentially only the available installation space (engine tunnel) without any modification work on the vehicle being necessary.

[0033] The continued use of the existing mechanical connection points can include, in particular, the brackets and fastening points for mounting the drive unit in the vehicle, the connections for attaching the drive unit to the drive transmission of the drive train, the optionally available mechanical connections for external units (driven via the power take-offs), the mechanical connections of the auxiliary units connected to the drive unit to the connection points of the auxiliary media of the vehicle (e.g. compressed air, power steering hydraulics, power supply to the on-board network, etc.), and / or the electromechanical interfaces to the on-board network of the vehicle.

[0034] The functional compatibility of the interfaces of the electrically operated drive unit with the combustion engine-operated drive unit can include in particular the behavior of the main drive and the optional auxiliary drives, the functional behavior of the auxiliary media and the control interfaces between the vehicle and the drive unit.

[0035] The process is preferably used to create electrically powered vehicles from existing new or used vehicles with combustion engines (retro-fit process). Due to the form, fit, and functional compatibility of the electrically powered drive unit, the conversion work is limited to replacing the unit, installing the electrical energy source (batteries and / or fuel cells and / or combustion engine range extenders), and the approval activities required by traffic law for the conversion, demonstrating functional compatibility at the interfaces of the unit. Existing approvals for cross-vehicle functions such as the air brake can thus be achieved with minimal effort.

[0036] An alternative, preferred application of the process is in the new production of electrically powered vehicles by utilizing existing production processes and existing production infrastructure for vehicles with combustion engines. For this purpose, in the vehicle without a drive unit (gliding chassis), the electric drive train with the electrically powered drive unit is installed in the production step for installing the drive unit instead of the combustion engine-powered drive train. Due to the functional compatibility of the drive unit, the resulting electric vehicle is also functionally compatible with the combustion engine-powered vehicle. The production steps downstream of the drive train installation can, in turn, continue to be used unchanged (brake test benches, etc.).This enables series production with minimal effort through the compatibility of the resulting vehicle with the existing production infrastructure. Mobile work machines are defined, in particular, as self-propelled, towed, or portable machines with an integrated drive unit whose primary application is outside of public road traffic and with or without the necessary road approval. In particular, a mobile work machine can be a construction machine, an agricultural machine, a multifunctional vehicle (equipment carrier), a machine for transport and goods handling, for goods handling, in depots, ports, or airports, or machines used in mining, forestry, municipal tasks, or military applications.Commercial vehicles are understood to mean, in particular, all road vehicles whose equipment and design are designed for the purpose of transporting people, loads and goods, and / or to tow trailers or semi-trailers. Commercial vehicles include, in particular, trucks with or without a body, both cab-over and short- or long-nose models. Special-purpose vehicles are understood to mean road vehicles for special purposes that are not used solely for the transport of goods. These include, in particular but not exclusively, emergency vehicles (e.g., fire service, police, rescue service, etc.), crane trucks, skip loaders, roll-off trucks, refuse collection vehicles, sewer cleaning vehicles, and road sweepers.

[0037] Swap body trucks, winter service vehicles, tipper trucks and cement mixers, truck-mounted concrete pumps or suction excavators.

[0038] Preferably, the main output is designed to transmit the rotary motion to a drive train of the vehicle. In particular, the main output can be connected to the drive train's transmission outside the drive unit. In an alternative implementation, the main drive can also be designed to operate a hydrodynamic brake.

[0039] Preferably, an optionally available drive-independent power take-off is designed to operate optional external units of the attachments or superstructures. The drive-independent power take-off can be designated as an engine-dependent or flywheel-side power take-off. The drive-independent power take-off can be designed to enable, in particular drive, functions of the vehicle that are not related to the vehicle's driving operation. These functions can be implemented, for example, by superstructures or attachments to the vehicle.

[0040] The electrically powered drive unit is preferably implemented by replacing the combustion area and crankshaft (combustion-powered core engine with engine block, cylinder, etc.) of the internal combustion engine-powered drive unit with an electromechanical replacement structure (electrically powered core engine), including a replacement shaft for crankshaft emulation. The mechanics of the electrically powered core engine replicate the mechanical properties of the combustion-powered core engine, for example, the mechanical support structure, the mounting surfaces for the other parts of the drive unit (connection surfaces and connection points for auxiliary units, brackets, housing parts, bearings for internal transmission components of the drive unit, and shaft bearings), and provide the mechanical mounting points for the electrical components.The electrically operated core motor includes at least one electrically operated motor, which is attached to the mechanical support structure and is operatively connected to the replacement shaft via an integrated motor gear.

[0041] The integrated motor gearbox can, for example, be adapted to the speed of the electrically operated motor by means of a transmission or a reduction gear.

[0042] An offset may be provided between the electrically driven motor and the shaft. In particular, the electrically driven motor and the shaft may be arranged offset.

[0043] A summation can be provided for multiple electrically operated motors. In particular, multiple electrically operated motors can be coupled via a summation gear.

[0044] The replacement shaft of the electrically powered core engine should be identical in terms of mechanical design and positioning to the crankshaft of the combustion engine-powered drive unit in the bearing and connection areas. In areas other than the bearing and connection areas, the replacement shaft can, but does not have to, be designed differently than the originally intended crankshaft. Above all, the shape of the replacement shaft should be simplified compared to a crankshaft, free of connecting rod journals and crank webs.

[0045] In a further step, the electrically powered core engine is supplemented with the other components of the drive unit to create the electrically powered drive unit. This includes housing components, engine mounts, auxiliary units, and one or more internal transfer cases for driving the attached auxiliary units, as well as the optional power take-off.

[0046] The remaining parts of the drive unit, in particular the housing components, engine mounts, ancillaries, transfer cases, and optional auxiliary drives, can each be replaced with new parts, preferably of identical construction. These parts can be the same, new, or partially new.

[0047] The mechanical design can offer the same connection surfaces, connection points and spatial positioning as the combustion engine-powered drive unit.

[0048] The auxiliary units are driven by the replacement shaft via transfer cases. For this purpose, the transfer cases and drive shafts used are preferably identical to those used in the combustion engine-powered drive unit.

[0049] The mechanical design can provide the same connection surfaces, connection points and spatial positioning of the bearings of the transmission components as in the combustion engine-driven drive unit.

[0050] The optional power take-offs for the direct mechanical operation of external units for additional vehicle functions (e.g., vehicle bodies) are also driven by the replacement shaft via the transfer case. For this purpose, transfer cases and drive shafts identical in design to those used in the combustion engine-powered drive unit can be used. The mechanical design can offer the same connection surfaces, connection points, and spatial positioning of the external units as in the combustion engine-powered drive unit.

[0051] Furthermore, the electrically operated drive unit includes an electronic control system which controls the electrically operated motors and the other electrical components of the drive unit, provides the interface for controlling the drive unit by the higher-level vehicle control system and can exchange data with components of the vehicle via the interface and the vehicle data network (e.g. CAN bus system).

[0052] The control system includes a control application that interprets the vehicle's control commands and controls the electrically driven motor, taking into account the characteristics of the internal engine transmission, so that the operating state of the substitute shaft is identical to the operating state of the crankshaft of the combustion engine-powered drive unit with the same vehicle-side control (i.e., a crankshaft emulation is performed using the substitute shaft). This results in functionally compatible behavior at the main output of the electrically driven drive unit.

[0053] If the electrically operated drive unit is implemented through the described use of the identical transfer case and the auxiliary units of the combustion engine-operated drive unit, the replacement crankshaft emulation inherently also ensures the functionally compatible operation of the auxiliary units and thus the functionally compatible provision of the auxiliary media provided by the auxiliary units (compressed air, power steering hydraulics, etc.) (functional emulation of the auxiliary media).

[0054] The control system includes a control application that comprehensively generates the drive unit data expected by the higher-level vehicle control system and sends it via the control interface in the expected format (REST-Bus emulation). The generated data includes real data (e.g., crankshaft speed), data that is reinterpreted in the context of the technology change to continue using higher-level functions (e.g., use of the fuel gauge to display the charge level of the traction battery), and fictitious data that is no longer available due to the technology change to electric drive but is expected by the higher-level system for error-free operation (e.g., AdBlue tank level). REST-Bus emulation enables error-free operation of the electrically powered drive unit without changes to the higher-level vehicle control system.

[0055] According to a second aspect of the present invention, the stated object is achieved by a method for converting a vehicle by exchanging its drive unit from an internal combustion engine drive principle to an electrically operated drive train, wherein a vehicle for an internal combustion engine drive principle has a drive unit which has an internal combustion engine as the core engine, a plurality of gear-driven auxiliary units and a shaft drive, or wherein the vehicle for an electric drive principle has a drive unit with an electrically operated core engine, wherein the vehicle belongs to the group of commercial vehicles, special vehicles, mobile work machines and watercraft.

[0056] It is proposed that the drive unit be removed, the combustion component (core engine with engine block, cylinders, etc.) be removed, the electrically driven core engine be installed instead, the ancillary units be left at least partly identical and at least partly connected to the gear transmission, and that the drive unit modified in this way be installed in the vehicle.

[0057] This uses a mechanical replacement design that enables optimal reusability of existing distribution gearboxes.

[0058] The method is preferably designed as a retrofit method, in particular as a retrofit conversion method. The drive unit preferably comprises at least one output for an auxiliary unit. This allows for advantageous reuse of vehicle components. In particular, the components can be reused without the need for recertification.

[0059] According to a third aspect of the invention, the stated object is achieved by a method for providing a drive unit with an electrically operated motor for a vehicle from the group of commercial vehicles, special vehicles, mobile work machines and watercraft, which can be installed instead of a drive unit with an internal combustion engine, wherein the drive unit has a shaft which is designed to act in the same way as a crankshaft of a drive unit with an internal combustion engine for transmitting rotary movements, wherein the drive unit

[0060] - at least one main output for transmitting the rotary motion to a drive train of the vehicle, and

[0061] - at least one internal output for transmitting the rotary motion to internal auxiliary units, and

[0062] - optionally has at least one drive-independent power take-off for transmitting the rotary motion to external units, wherein the drive unit has an electrically operated motor for driving the shaft, and the drive unit has an engine mount for fastening the drive unit to the vehicle, which is identical to an engine mount of a drive unit with an internal combustion engine, and the drive unit has mechanical connections for fastening the drive unit to a gearbox of the drive train of the vehicle, which connections of a drive unit with an internal combustion engine are identical in terms of fit, and the drive unit has dimensions which at least substantially correspond to the dimensions of a drive unit with an internal combustion engine.

[0063] In conceptual terms, it should be explained that compliance “substantially” should be fulfilled if the outer limits of the former drive unit with combustion engine are preferably not exceeded, but in any case are exceeded at least predominantly by less than one decimetre, preferably by less than 5 cm.

[0064] According to a fourth aspect of the invention, the stated object is achieved by a method for converting a vehicle by exchanging its drive unit from an internal combustion engine drive principle to an electrically operated drive train, wherein a vehicle for an internal combustion engine drive principle has a drive unit with an internal combustion engine orfor an electrically operated drive train having a drive unit with an electrically operated motor, wherein the vehicle belongs to the group with commercial vehicles, special vehicles, mobile work machines and watercraft, wherein the vehicle has a control system by means of which components of the vehicle can exchange data with each other via a network, wherein a control and communication unit is integrated into the network, which receives data from other components of the vehicle and provides data which is read out and / or processed by communication units present in the vehicle.

[0065] According to a fifth aspect of the present invention, the stated object is achieved by an electrically driven drive unit for installation in a vehicle from the group comprising commercial vehicles, special-purpose vehicles, mobile work machines and watercraft, wherein the drive unit has a shaft for transmitting rotary movements, and the drive unit has an electrically operated motor for driving the shaft, wherein the drive unit has at least one main output for transmitting the rotary movement to a drive train of the vehicle, and at least one internal output for transmitting the rotary movement to auxiliary units internal to the unit, and optionally at least one drive-independent auxiliary output for transmitting the rotary movement to external units.

[0066] Preferably, the drive unit with combustion engine has at least one drive-independent power take-off for transmitting rotary movements of the shaft for work functions.

[0067] It is proposed that the power take-off is designed as an engine PTO which is directly or indirectly connected to the shaft and whose speed directly correlates with a speed of the shaft, and / or the power take-off is designed as a transmission PTO which is connected to the shaft via a gearbox so that the speed of the transmission PTO can be varied at the same speed of the shaft, and / or the drive unit has a unit operation for transmitting the rotary movements to at least one external unit.

[0068] It is conceivable that the unit operation has a roller for transmitting the rotary movements to a belt and / or to a timing chain, and by means of the belt and / or the timing chain the at least one auxiliary unit is driven indirectly by the electric motor.

[0069] According to the inventors' considerations, the at least one auxiliary unit can be a unit from the group comprising a generator, hydraulic pump, power steering pump, water pump, air conditioning compressor, alternator, lubricant pump, cooling water pump, metering pump, fan, compressed air generator, brake booster, hydrodynamic continuous brake, electrodynamic continuous brake, vacuum pump and rudder system of a watercraft.

[0070] The rated speeds are preferably standardized. In particular, the two standard speeds of 540 rpm and 1,000 rpm can be geared down so that they are achieved in the range of the rated engine speed, especially at peak power. For some time now, the speeds known as 540E and 1,000E (Economy) have also been available, where the rated PTO speed is achieved at a reduced engine speed, usually near the highest engine torque at approximately 1,400 to 1,600 rpm. This makes it particularly advantageous to operate low-power devices in an energy-efficient manner.

[0071] In the case of a watercraft, the drive unit can operate a mechanical or hydraulic steering system.

[0072] Furthermore, it is proposed that the drive unit has a drive lubrication system to reduce friction between moving drive parts.

[0073] Furthermore, it is proposed that the drive unit be provided with drive lubrication to dissipate heat from bearing points.

[0074] Furthermore, it is proposed that the drive lubrication is connected to a lubrication of a gearbox that is operatively connected to the drive unit.

[0075] Furthermore, it is proposed that the drive unit have a control and communications unit that provides data that is interpreted as measured values ​​by communication units present in the vehicle. It is understood that the control and communications unit can be arranged within the installation space of the remote combustion engine unit, but can also be arranged separately, for example, in a separate housing.

[0076] In conceptual terms, it should be explained that the "provision" of data is to be understood as meaning that the control and communication unit does not acquire at least some of the data interpreted as measured values ​​by the existing communication units as measured values. It can acquire other data as measured values ​​via sensors, but at least in part, it should transmit system-specified values ​​as data, as if they were supposed to be measured values.

[0077] Data can be obtained in the form of constant values ​​and / or in the form of sensory values ​​and / or in the form of sensory values ​​and then converted and / or in the form of calculated values ​​and then provided as alleged measured values.

[0078] The alleged measured values ​​are intended to be used, at least predominantly, for those variables for which the sensors were removed when the combustion engine was removed. For example, because no such measured values ​​are available at all due to the switch from the combustion engine drive principle to the electric drive train.

[0079] Specifically, data such as: diesel fuel level; spark plug condition, coolant temperature, injector position, throttle position, exhaust gas temperature, fuel pump, etc.

[0080] This can be data that is permanently displayed in the vehicle's cockpit. It can also be data that is only accessed upon request by the driver, or data that is only used within the control system as control or regulation data, for example, for plausibility checks or error monitoring.

[0081] It may also be data that is transmitted wirelessly from the vehicle, for example to an authority, to other vehicles, to traffic infrastructure facilities or to a technical monitoring center for the vehicle.

[0082] It may be intended that the alleged data is only used to keep the system informed that all measured values ​​are within the permissible range.

[0083] Alternatively or cumulatively, it can be provided that measured values ​​other than those expected by the system are communicated as supposed (other) measured values. For example, the remaining battery charge can be determined as a measured value and communicated via the data bus as a supposed diesel fuel level.

[0084] In this way, existing display instruments in the vehicle can continue to be used.

[0085] Furthermore, it is proposed that the data of the communication unit are fictitious values ​​that lie within a standard range so that these data are processed by the communication units present in the vehicle.

[0086] Furthermore, it is proposed that the data of the communication unit are measured values ​​which are provided in the network instead of other data, so that these data are processed by the communication units present in the vehicle.

[0087] Furthermore, it is proposed that the control and communication unit receives target specifications from the vehicle and controls the drive unit with the electrically operated motor in such a way that the equivalent behavior is achieved on the shaft.

[0088] Furthermore, it is proposed that the drive unit have an electrically operated heater for generating hot water. Upon request from the vehicle, the drive unit provides hot water to operate the on-board heating systems. Upon request from the vehicle, the drive unit provides hot water to replace a vehicle-mounted auxiliary heater. Emulation of the hot water supply of the combustion engine can be achieved by providing hot water on demand to ensure the continued operation of the vehicle functions provided by this system, in particular a cabin heater.An emulation of the hot water supply of an optionally installed, combustion engine-operated water heater that is independent of the combustion engine can be achieved by providing the hot water on demand for the continued operation of the vehicle functions provided via this system, in particular an auxiliary heater.

[0089] Furthermore, it is proposed that the drive unit has an electrically operated heater for generating hot water and uses an optional on-board climate control system with automatic timer or remote control to preheat the cabin and / or precondition the drive unit and / or the energy sources connected to it (batteries and / or fuel cell system and / or internal combustion engine range external).

[0090] For example, when the ambient air is cool, the electric heater can preheat the battery system to a higher starting temperature.

[0091] If a timer function is available on the vehicle, the control system proposed here uses the indirect information about the planned departure time to prepare other properties of the vehicle than the temperature in the driver's cabin for the most efficient departure possible, in particular to preheat the connected energy sources, especially batteries and fuel cells.

[0092] It can be provided that the vehicle receives information about the scheduled departure time from a logistics center via a data network, so that the preheating can be activated before a scheduled departure time even without the timer.

[0093] The methods according to the invention and / or the drive unit according to the invention should not be limited to the application and embodiment described above. In particular, the methods according to the invention and / or the drive unit according to the invention can have a number of individual elements, components and units that differs from the number stated herein in order to fulfill a function described herein. In particular, the partial use of the expression "at least one" should not be understood to mean that, in the absence of "at least", only "exactly one" is suggested. Rather, any indefinite formulation such as "one", "two", etc. should always be understood as "at least one", "at least two", etc., unless it is clear from the context that only "exactly one", "exactly two", etc. is meant.

[0094] Furthermore, in the ranges of values ​​specified in this disclosure, values ​​within the stated limits shall also be deemed to be disclosed and to be usable in any way.

[0095] It should be expressly noted that a further aspect of the invention can be described with the following wording:

[0096] Method for converting a vehicle from an internal combustion engine drive principle to an electrically operated drive train by replacing its drive unit, wherein the vehicle belongs to the group of commercial vehicles, special vehicles, mobile work machines and watercraft, wherein the drive unit with internal combustion engine has a crankshaft for generating rotary movement, driven by a core engine, wherein the electrically operated drive train is configured to carry out a crankshaft emulation by means of a replacement shaft.

[0097] It should also be noted that the features of the independent patent claims can be combined with each other. Thus, combinations from the group of patent claims 1, 2, 3, 4, and 17 are particularly preferred.

[0098] It is understood that the advantages explained above extend directly to a vehicle, in particular to a commercial vehicle, special-purpose vehicle, mobile work machine, and / or watercraft, as soon as a drive unit presented here is installed. Further advantages and optional features of the invention emerge from the following description of the drawings. The drawings, the description, and the claims contain numerous features in combination. Those skilled in the art will expediently consider the features individually and combine them into useful further combinations.

[0099] In the drawing, the only figure shows a schematic representation of a method for converting a vehicle.

[0100] Figure 1 schematically shows a method 10 for converting a vehicle by replacing the vehicle's drive unit from an internal combustion engine drive principle to an electrically operated drive train.

[0101] In a process step 12, the drive unit with combustion engine is mechanically separated from the vehicle and the connections of the auxiliary media.

[0102] In a method step 14, the drive unit with combustion engine and the remaining connected auxiliary units are removed from the vehicle.

[0103] In a method step 16, the electrically operated core engine is provided with at least one electrically operated motor, which has a shaft for transmitting rotary movements, and at least one output for transmitting the rotary movements to the drive train of the vehicle, and at least one drive-independent output for transmitting rotary movements of the shaft to auxiliary units and a drive engagement of the electrically operated motor to the shaft.

[0104] In a method step 20, the electrically powered drive unit is completed and operatively coupled to the auxiliary units, which correspond at least in part to the auxiliary units of the drive unit with an internal combustion engine. The drive unit with an electrically powered motor is installed in the vehicle in place of the drive unit with an internal combustion engine. The drive unit with an electrically powered motor is operatively coupled to the vehicle's drive train, and the operatively connected auxiliary units are coupled at interfaces to the auxiliary media connections present on the vehicle. In a method step 22, the drive unit with an electrically powered motor is coupled to the at least one drive-independent output for transmitting rotary movements of the shaft for work functions.

[0105] In other words, the drive unit is removed, the combustion part (core engine) is removed, the electrically operated core engine is installed instead, the auxiliary units are left at least partly identical and at least partly connected to the gear transmission, and the drive unit modified in this way is installed in the vehicle.

[0106] In an optional method step 24, a control and communication unit is integrated into the network, which receives data from other components of the vehicle and provides data that is read out and / or processed by communication units present in the vehicle.

Claims

Patent claims 1 . Method for converting a vehicle by exchanging its drive unit from an internal combustion engine drive principle to an electrically operated drive train, wherein a vehicle for an internal combustion engine drive principle has a drive unit with an internal combustion engine, and wherein a vehicle for an electrically operated drive train has a drive unit with an electrically operated motor, wherein the vehicle belongs to the group of commercial vehicles, special vehicles, mobile work machines and watercraft, wherein the drive unit with internal combustion engine - a crankshaft for generating rotary motion, driven by a core engine, and - at least one main output for transmitting the rotary motion to a drive train of the vehicle, and - at least one internal output for transmitting the rotary motion to internal auxiliary units, and - optionally has at least one drive-independent power take-off for transmitting the rotary motion to external units, with the following steps: a. the drive unit with combustion engine is mechanically separated from the vehicle, as follows: i. Main output: The coupling between the main output and the drive gear is released. ii. Internal outputs, connecting the core engine and the Auxiliary units: The connection between the Ancillary units and their connections to the rest of the vehicle are disconnected; with the ancillary units remaining at least partially, preferably completely, on the unit. iii. Power take-offs: If there are power take-offs which lead to external units, these are also disconnected. iv. Other connections: All other mechanical, thermal and electromechanical connections are loosened, for example screw connections; hoses and plugs, such as control connections and power supply; so that the drive unit with combustion engine with the operatively connected ancillary units coupled to it is removed from the vehicle and separated at a number of interfaces; b. the drive unit with at least one electrically operated motor is provided as a replacement unit, with the replacement unit i. being spatially compatible with the available installation space of the removed drive unit with combustion engine and ii.is mechanically compatible for the interfaces and iii. behaves functionally identically at all interfaces. Method for converting a vehicle, in particular method according to claim 1, by exchanging its drive unit from an internal combustion engine drive principle to an electrically operated drive train, wherein a vehicle for an internal combustion engine drive principle has a drive unit which has an internal combustion engine as the core engine, a plurality of toothed gear-driven auxiliary units and a shaft drive, orwherein the vehicle for an electric drive principle has a drive unit with an electrically operated core engine, wherein the vehicle belongs to the group of commercial vehicles, special vehicles, mobile work machines and watercraft, characterized in that the drive unit is removed, the combustion part is removed, the electrically operated core engine is installed instead, the auxiliary units are left at least partly identical and are at least partly connected to the toothed transmission, and that the drive unit modified in this way is installed in the vehicle.Method for providing a drive unit with an electrically operated motor for a vehicle from the group comprising commercial vehicles, special vehicles, mobile work machines and watercraft, which can be installed instead of a drive unit with an internal combustion engine, wherein the drive unit has a shaft which is designed to act in the same way as a crankshaft of a drive unit with an internal combustion engine for transmitting rotary movements, wherein the drive unit. - at least one main output for transmitting the rotary motion to a drive train of the vehicle, and - at least one internal output for transmitting the rotary motion to internal auxiliary units, and - optionally has at least one drive-independent power take-off for transmitting the rotary motion to external units, wherein the drive unit has an electrically operated motor for driving the shaft, and the drive unit has an engine mount for attaching the drive unit to the vehicle, which is identical to an engine mount of a drive unit with an internal combustion engine, and the drive unit has mechanical connections for attaching the drive unit to a gearbox of the drive train of the vehicle, which connections of a drive unit with an internal combustion engine are identical in terms of fit, and the drive unit has dimensions which correspond to the dimensions of a drive unit with an internal combustion engine.Method for converting a vehicle, in particular method according to claim 1 or 2, by exchanging its drive unit from an internal combustion engine drive principle to an electrically operated drive train, wherein a vehicle for an internal combustion engine drive principle has a drive unit with an internal combustion engine or for an electrically operated drive train has a drive unit with an electrically operated motor, the vehicle belongs to the group with commercial vehicles, special vehicles, mobile work machines and watercraft, wherein the vehicle has a control system by means of which components of the vehicle can exchange data with one another via a network. characterized in that a control and communication unit is integrated into the network, which receives data from other components of the vehicle and provides data that is read out and / or processed by communication units present in the vehicle. Electrically driven drive unit for installation in a vehicle from the group comprising commercial vehicles, special-purpose vehicles, mobile work machines, and watercraft, wherein the drive unit has a shaft for transmitting rotary movements, and the drive unit has an electrically operated motor for driving the shaft, wherein the drive unit has at least one main output for transmitting the rotary movement to a drive train of the vehicle, and at least one internal output for transmitting the rotary movement to auxiliary units internal to the unit, and optionally at least one drive-independent auxiliary output for transmitting the rotary movement to external units.Drive unit according to claim 5, wherein the power take-off is designed as an engine PTO which is connected directly or indirectly to the shaft and whose speed directly correlates with a speed of the shaft, and / or the power take-off is designed as a transmission PTO which is connected to the shaft via a gear, so that the speed of the transmission PTO can be varied at the same speed of the shaft, and / or the drive unit has a unit operation for transmitting the rotary movements to at least one auxiliary unit. Drive unit according to claim 5 or 6, wherein the drive unit has a pulley for transmitting the rotary movements to a belt and / or to a timing chain, and wherein the at least one auxiliary unit is indirectly driven by the electric motor by means of the belt and / or the timing chain. Drive unit according to one of claims 5 to 7, wherein the at least one auxiliary unit is a unit from the group consisting of a generator, hydraulic pump, power steering pump, water pump, air conditioning compressor, alternator, lubricant pump, cooling water pump, metering pump, fan, compressed air generator, brake booster, hydrodynamic continuous brake, electrodynamic continuous brake, vacuum pump, and rudder system of a watercraft. Drive unit according to one of claims 5 to 8, wherein the drive unit has drive lubrication to reduce friction between moving drive parts.Drive unit according to one of claims 5 to 9, wherein the drive unit has a drive lubrication system for dissipating heat from bearing points. Drive unit according to one of claims 5 to 10, wherein the drive lubrication system is connected to a lubrication system of a transmission operatively connected to the drive unit. Drive unit according to one of claims 5 to 11, which has a control and communications unit which provides data which is interpreted as measured values ​​by communications units present in the vehicle. Drive unit according to claim 12, wherein the data from the communications unit are fictitious values ​​which lie within a standard range, such that these data are processed by the communications units present in the vehicle. Drive unit according to one of claims 12 or 13, wherein the data from the communications unit are measured values ​​which are used instead of other data in the. Network, so that this data is processed by the communication units present in the vehicle. Drive unit according to one of claims 12 to 14, wherein the control and communication unit receives target specifications from the vehicle and controls the drive unit with the electrically driven motor in such a way that the effectively identical behavior is established at the shaft.Drive unit according to one of claims 5 to 15, wherein the drive unit has an electrically operated heater for generating hot water, and the drive unit provides hot water for operating the heating systems installed on the vehicle at the request of the vehicle, and the drive unit provides hot water for replacing a vehicle-mounted auxiliary heater at the request of the vehicle and / or wherein the drive unit thermally conditions the drive unit and the connected energy system for providing the electrical energy at the request of an automatic climate control system of the vehicle.Method for converting a vehicle from an internal combustion engine drive principle to an electrically operated drive train by replacing its drive unit. The vehicle belongs to the group of commercial vehicles, special-purpose vehicles, mobile work machines, and watercraft. The drive unit with an internal combustion engine has a crankshaft for generating rotary motion, driven by a core motor. The electrically operated drive train is configured to perform crankshaft emulation by means of a replacement shaft. Vehicle comprising a drive unit according to one of claims 5 to 16 and / or converted by means of a method according to one of claims 1 to 4 and / or 17.

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