• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a secondary drive of an internal combustion engine, in particular an internal combustion engine of a commercial vehicle. The secondary drive (40) comprises a shaft (42) which is operatively connected to a crankshaft (18) of the internal combustion engine (1) and has two shaft ends (42a, 42b), each for connection to a power-generating and / or outside the crankcase. or power-receiving machine (24, 25) are formed.
    公开号:AT518419A4
    申请号:T152/2016
    申请日:2016-03-22
    公开日:2017-10-15
    发明作者:Ing Gottfried Raab Dipl；Ing Dipl (Fh) Josef Klammer；Ewald Hundsberger Ing
    申请人:MAN Truck & Bus Österreich AG；
    IPC主号:
    专利说明:

    Secondary drive of an internal combustion engine Description
    The invention relates to a secondary drive of an internal combustion engine, in particular an internal combustion engine of a commercial vehicle.
    Internal combustion engines of commercial vehicles often have a power take-off, which serves to drive devices or ancillaries. For this purpose, it is known that starting from a crankshaft of the internal combustion engine via intermediate wheels drives a shaft of the secondary drive. From published patent application EP 1 174 605 A2, for example, a secondary drive of an internal combustion engine is known, consisting of a shaft which is guided in a housing by means of radial and thrust bearings and which is non-rotatably connected to a gear, this gear starting from a crankshaft of the internal combustion engine is driven by intermediate gears and the shaft has at its free end for driving work machines with the shaft rotatably connected to the output flange. Here, the shaft is integrated with the radial and thrust bearings and the gear into the crankcase of the internal combustion engine, wherein the gear is disposed directly between the radial bearings lying.
    Furthermore, it is known that modern internal combustion engines have numerous ancillary components. In addition to such ancillaries that are required directly for the operation of the vehicle engine, such. As alternator, water pump or compressor, such ancillaries are increasingly being used to improve the comfort of the vehicle, eg. As air compressors, power steering pumps, etc. Usually, these ancillaries are attached to the vehicle engine and are driven by this on chain drives, belt drives, gear drives or a combination thereof. The more ancillary units are provided in a vehicle, the more difficult it is spatially to attach them in a suitable manner to the vehicle engine, and the more complex and complicated are the necessary shoots. Such a variety of ancillaries and belt drives o. Ä. is not only difficult because of today's generally very tight engine compartment.
    1 shows a perspective view of a known from the prior art arrangement 10 of ancillary components of an internal combustion engine. This is a running as a diesel engine internal combustion engine 1 of a Nutz vehicle. The internal combustion engine 1 is closed at the bottom with an oil pan 19. The top of the internal combustion engine 1 is designated by the reference numeral 5. At the front end face 4 of the internal combustion engine 1 there is a belt drive 6 driven by the internal combustion engine, hereinafter referred to briefly as a belt drive. In the perspective view of Figure 1 is designated by the reference numeral 6b of the belt and by the reference numeral 6a, a drive pulley. 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 conditioner. Water pump 12 and refrigerant compressor 13 are also disposed behind the fan 7 on the front end 4, but on the not shown in Figure 1 rear part of the front end 4 and thus on the generator 11 opposite side of the front end. 4
    At the front end 4 is also a driven by the internal combustion engine front wheel drive (gear transmission) whose gears are umhaust of the control housing 51 and thus in the illustration of Figure 1 are not visible. The front wheel drive drives the arranged on the front end 4 fan 7, a laterally arranged on the crankcase 2 fuel high-pressure pump 15 and an oil pump. Furthermore, a rear wheel drive is present, d. H. a arranged on the transmission-side end face 3 of the internal combustion engine 1 gear drive, which is driven by the internal combustion engine 1. The rear wheel drive is umhaust of the control housing 52 and therefore not visible in the illustration of Figure 1. The crankcase 2 is open to the end faces 3, 4 and is the end of the control housings 51, 52, in which the gear drives are housed completed.
    The rear wheel drive drives an air compressor 14, also referred to as an air compressor, to, which is designed as a piston compressor. The air compressor 14 supplies a compressed air system of the commercial vehicle with compressed air. The air compressor is attached to a lower rear portion of the side wall of the crankcase. At this point there is an opening in the crankcase 2, via which the power flow between the compressed air compressor 4 and the rear wheel drive takes place.
    The rear wheel drive also drives a power steering pump, which is arranged on the air compressor 14. The rear wheel drive also drives the camshaft drive in a known manner and has a secondary drive (English Power Take-off), for driving z. B. a hydraulic pump for structures of the utility vehicle (not shown).
    By such a configuration, the available free space is almost completely used for the arrangement of such ancillaries, which are necessary for conventionally equipped motor vehicles. Problems arise, however, when equipped with other ancillaries, for example, if the commercial vehicle with a system for waste heat recovery (Waste Heat Recovery (WHR)) to be equipped, in which z. B. an expansion machine is to be used.
    Against this background, the invention has for its object to provide a way to arrange ancillaries in an internal combustion engine, can be avoided with the disadvantages of conventional arrangements. The invention is in particular the object of providing an arrangement of ancillary components in an internal combustion engine, which takes up little space and allows with little effort a modification of an internal combustion engine for applications with additional ancillaries.
    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 matter of the dependent claims and are explained in more detail in the following description with partial reference to the figures.
    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 has two shaft ends, in particular two free shaft ends, each for connection to a power-generating and / or power-receiving machine, in particular, an outside of the crankcase arranged power generating and / or power-receiving machine, are formed.
    In other words, the shaft has a first shaft end which is arranged so that it can be connected to a first output-generating and / or power-receiving first machine arranged outside the crankcase. Furthermore, the shaft has a second shaft end, which is arranged so that it can be connected to a power generating and / or powering second machine arranged outside the crankcase. The two machines can thus be brought into operative connection with one another in an aligned manner at opposite ends of the shaft. At a location offset in the axial direction from the shaft ends, the shaft is in operative connection with the internal combustion engine. The secondary drive thus forms a Τ'-shaped power branching by means of the shaft.
    The term secondary drive is understood to mean a power take-off and / or power take-off. The secondary engine can act as a power take-off to power one or more accessories. In this case, a power flow is directed out of the internal combustion engine via the secondary drive. The secondary engine can also act as a power take-off, whereby a power flow flows through the secondary engine to the engine. An auxiliary drive within the meaning of this invention thus provides an interface to the internal combustion engine, for. B. on the internal combustion engine, via which an accessory or other device with the internal combustion engine is mechanically operatively connected to z. B. to be driven by the crankshaft or to supply mechanical energy of the crankshaft.
    A particular advantage of the secondary drive according to the invention is thus that the shaft has not only one free end, but two free ends, so that not only one but two power-generating and / or power-consuming machines via the shaft with the crankshaft of the internal combustion engine in operative connection can be brought are. This is particularly advantageous for motor vehicles having an expansion engine of a waste heat recovery system for converting waste heat of the engine or an engine dust removal system into usable energy, which will be explained in more detail below.
    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.
    According to a particularly preferred embodiment, the secondary drive on a housing in which the shaft is mounted. According to a variant of this embodiment, this housing may be attached to the crankcase, in particular on an outer side of the crankcase, or be formed as part of the crankcase. The housing may, for example, be fastened laterally and externally on the crankcase. According to another variant, this housing may be attached to a control housing or formed as part of the control housing. With control housing, a housing is referred to, in which a standing in operative connection with the internal combustion engine gear train is arranged. The crankcase is usually open to one end face. The control housing is arranged on the front side and thus closes off the crankcase on an end face. The control housing may be the rear control housing in which the rear, d. H. Gearbox side, gear drive is housed. This housing may also be attached to both the crankcase and the control housing. The shaft is thus fastened via this housing to the crankcase and / or control housing. The housing is therefore referred to below as an intermediate housing. These variants offer the advantage that existing forms and designs of the crankcase do not need to be changed in order to arrange the shaft. Instead, a separate intermediate housing is attached to the outside of the crankcase or control housing.
    According to a further embodiment, however, it is also possible to store the shaft in a housing portion of the crankcase. According to another possibility, the shaft may be mounted in a housing portion of the control housing. The control housing may be the control housing in which the rear, d. H. Transmission side, gear drive, which is in operative connection with the internal combustion engine, is mounted. These variants offer the advantage that it is possible to dispense with a separate intermediate housing.
    The housing section and the intermediate housing may 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.
    The intermediate housing may be on a side wall of the crankcase of the internal combustion engine or at the rear, d. H. be arranged on the transmission side end face of the engine. The two lateral walls of the crankcase extend between the two end faces and are guided in the vertical direction in the direction of an oil pan, which is provided at a lower portion of the crankcase. Further preferably, the intermediate housing may 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 control housing. By this arrangement, the shaft can be connected, for example, to an operatively connected to the crankshaft rear wheel drive of the internal combustion engine.
    Furthermore, the shaft can be mounted by means of at least one radial and / or at least one thrust bearing in the intermediate housing or the housing portion. The radial and / or axial bearings take on the radial and / or axial forces acting on the shaft, which are caused for example by the mechanical operative connection of the shaft with the gear drive. By such an arrangement, the life-limiting forces on the bearings of the ancillaries can be reduced or avoided.
    According to another possible aspect of the invention may be provided on opposite end sides of the intermediate housing or the housing portion in each case a fastening interface for the rotationally secured attachment of a housing of the power-generating and / or power-receiving machine. Each attachment interface is thus associated with a shaft end. The end faces of the intermediate housing are each associated with one of the free shaft ends and are substantially perpendicular to the axis of rotation of the shaft. The intermediate housing can thus perform a multiple function: The intermediate housing can be used for receiving the shaft and mounting the machine housing of the shaft operatively connected to the machine and provide protection of the shaft from contamination and mechanical damage, and in the simultaneous execution as a control housing the rear wheel drive and the flywheel umhausen.
    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-transmitting machine arranged outside on the intermediate housing and / or housing section can be brought into operative connection with a shaft end of the shaft via such an opening.
    For example, at least one of the shaft ends may be operatively connected to an expansion engine, particularly an expansion engine that is part of a waste heat recovery system for converting waste heat from the engine or engine dust removal system into usable energy, preferably by means of a steam cycle. In such a waste heat recovery system, a circulation medium by means of a steam cycle, z. B. an ORC (Organic Rankine Cycle) process, brought to a high pressure level, 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.
    Furthermore, at least one of the shaft ends can be operatively connected to a motor and / or regenerative electric machine, for. A motor / generator which is operable with a 12V, 24V, 48V or high voltage (e.g., 400V) operating voltage and is electrically connected to a vehicle electrical system. One of the free shaft ends can also remain free, d. H. not be equipped.
    Furthermore, both shaft ends can be connected to a generator-type and preferably motor-operated electric machine.
    Particularly advantageous is an embodiment in which one of the shaft ends is operatively connected to an expansion machine and the other shaft end with a motor and generator operable electric machine. If both the expansion machine and the motor / generator connected to the shaft, this arrangement has the advantage that the expansion machine and the generator are operatively connected to each other and each with the internal combustion engine via the shaft to a selective electrical use and mechanical use of the To enable energy of the expansion machine. A particular advantage of the invention lies in the fact that with the sub-engine interface according to the invention different equipment variants can be realized. Thus, for vehicle variants that are to be equipped with a waste heat recovery system using a steam cycle, one end of the shaft is equipped with an expansion machine, while the other end is equipped with a motor / generator. Depending on the market requirement, the motor / generator can be designed as a generator or motor / generator with 12V, 24V, 48V operating voltage, as motor / generator with high voltage operating voltage (for example 400V) or another operating voltage. For vehicle variants that should not 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, eg. B. on buses, each may be connected at each free end of the shaft in each case a generator or motor / generator.
    In the context of the invention may further be provided at least one clutch or an active or passive switching element to selectively establish or disconnect the operative connection between the machine connected to one free end and the machine connected to the other free end and / or the operative connection of the shaft optionally with the internal combustion engine to produce or separate. Alternatively, no such coupling or switching element can be provided, so that the shaft with the internal combustion engine fixed and / or non-switchable, in particular permanently, is operatively connected and / or that the machines connected to both free end fixed and / or non-switchable, in particular permanent, effective.
    The shaft may be arranged so that its axis of rotation is parallel or substantially parallel to the crankshaft axis. The free shaft ends can each have a suitably designed connection element for connection to a respective power-generating and / or power-receiving machine. The connecting element can be designed, for example, as a connecting flange, internal toothing, external toothing, truncated cone, splined shaft profile, toothed shaft profile or any other shaft-hub connection.
    The shaft may be rotatably connected to a gear, wherein the gear from the crankshaft of the internal combustion engine is driven via intermediate wheels. The shaft can in particular be operatively connected to the crankshaft via a gear drive. The wheel drive can be arranged on a transmission-side end region of the internal combustion engine. The operative connection of the shaft with the gear and / or the gear drive is preferably carried out on a shaft portion which is spaced from the free ends of the shaft.
    This wheel drive of the internal combustion engine may also be operatively connected to a power steering pump, another power take-off, an oil pump, a high-pressure fuel pump and a camshaft drive.
    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 of the shaft, since WHR circuits are usually connected to an inflammable fluid, for. As ethanol, work, so that in a leak of this fluid does not reach directly to the hot side of the engine. Internal combustion engines are known to have a hot side, which has a higher temperature during operation of the internal combustion engine compared to the cold side. The hot side of the internal combustion engine is, for example, that side of the internal combustion engine to which an exhaust manifold is arranged. On the hot side and the exhaust gas turbocharger can be arranged. On the cold side of a commercial vehicle typically the charge air line and / or the engine control unit are arranged.
    For space-technical reasons, in particular in a commercial vehicle, it is particularly advantageous to arrange the shaft and / or the intermediate housing in a certain angular range on the crankcase, wherein an angle seen from a rear end side of the crankcase in the direction of the internal combustion engine and starting from an angle of 0 ° at the bottom of the crankcase is determined clockwise upwards. In other words, the angular range shown in Figure 3 is described as looking at the engine from the rear (transmission side). The angle is thus fixed with respect to a plane parallel to the crankshaft vertical plane, so that the angular range of 0 ° to 360 ° spans a vertical circle to this vertical plane. An angle of 0 ° thus corresponds to an arrangement at the bottom and center of the crankcase; an angle of 180 ° corresponds to an arrangement at the top center of the crankcase; and an angle of 90 ° or 270 ° or -90 ° corresponds to an arrangement on the side wall of the crankcase.
    An advantageous arrangement point of the intermediate housing and / or the shaft is located on the lateral wall of the crankcase in an angular range of 110 ° to 160 ° or 200 ° to 250 °, since the space is not claimed in a commercial vehicle engine from a vehicle frame or the vehicle axle and the arrangement also does not limit the ground clearance.
    The invention further relates to a motor vehicle, in particular a commercial vehicle, with an arrangement of ancillary components as described in this document.
    The preferred embodiments and features of the invention described above can be combined with one another as desired. Further details and advantages of the invention will be described below with reference to the accompanying drawings. Show it:
    Figure 1 is a perspective view of a known from the prior art th arrangement of ancillaries on an internal combustion engine of a commercial vehicle;
    Figure 2 is a perspective view of an arrangement of ancillary components on an internal combustion engine of a commercial vehicle with a secondary drive according to an embodiment of the invention;
    Figure 3 is a rear elevational view of the internal combustion engine illustrating angular ranges;
    Figure 4 is a detail view of a secondary drive according to an embodiment of the invention; and
    FIGS. 5A and 5B show detailed views of a secondary drive according to a further embodiment of the invention.
    Identical or functionally equivalent elements are denoted by the same reference numerals in all figures.
    FIG. 2 shows a perspective view of an arrangement 20 of ancillary units on an internal combustion engine 1 of a utility vehicle according to an exemplary embodiment of the invention. The internal combustion engine 1 is designed as a diesel internal combustion engine. The upper side of the internal combustion engine 1 is denoted by the reference numeral 5 as in FIG. 1, the front end side by the reference numeral 4 and the rear, transmission-side end side by the reference numeral 3. The arrangement 20 of the ancillaries shown is belt drive-free, d. H. without belt drive, designed. Also, the front wheel drive has dropped compared to the arrangement shown in Figure 1.
    By way of example, starting from the known arrangement shown in FIG. 1, the removal of the belt drive is made possible by the fact that the components previously driven by the belt drive are electrified or displaced into the rear wheel drive. The generator 24 is now driven by the rear wheel drive, which generator 24 may also be implemented as a 12V, 24V, 48V, or high voltage (e.g., 400V) motor / generator as compared to the generator 14 of FIG. The generator 24 is therefore not only regenerative, but also operated by a motor and for this purpose can be supplied by an electrical energy store of an electrical vehicle electrical system (not shown in each case) with electrical energy for the engine operation. The rear wheel drive, which can be designed in a manner known per se, is located in the region of the rear end face 3 and is enclosed by the control housing 52 and therefore not visible in the representation of FIG.
    The water pump 22 is designed as an electrified component with 48V operating voltage and motor fixed to the motor front 4. The refrigerant compressor (not shown in Figure 2) is also designed as an electrified component with 48V operating voltage and thereby frame fixed buildable. The refrigerant compressor installed on the vehicle frame is not shown in FIG. The power steering pump (not shown in Figure 2) is also designed as an electrified component with 48V operating voltage and thereby frame fixed buildable. The power steering pump installed on the vehicle frame is not shown in FIG.
    By way of example, starting from the known arrangement shown in Figure 1, the elimination of the front wheel drive in the embodiment shown in Figure 2 is made possible by the previously driven by the front wheel drive components are displaced into the rear wheel drive - with the exception of the fan 7, the coaxial and rotatably to the crankshaft on a crankshaft stub 21 is arranged. The dashed line 18 represents the central axis of the crankshaft. The high-pressure fuel pump 15 and the oil pump are mechanically driven by the rear wheel drive. The oil pump may additionally be electrically driven and thus be partially electrified. The rear wheel drive also drives in a conventional manner a camshaft drive (not shown). The rear wheel drive further includes a power take-off (not shown), for driving z. B. a hydraulic pump for structures of the commercial vehicle.
    A special feature of the arrangement 20 is that the piston air compressor of Figure 1 has been replaced by a compressor device for compressed air generation of a compressed air system in which at least one cylinder of the internal combustion engine has a controllable valve disposed in the cylinder head, via the in an open state of the valve, a compound of the combustion chamber of the at least one cylinder to produce a compressed air system and a compressed air reservoir of the compressed air system compressed gas from the combustion chamber can be fed. A compressor device, which draws compressed air specifically for compressed air production from a cylinder of the internal combustion engine, is known per se from the prior art and therefore not described further here. For example, reference is made to the publications 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 generic compressor devices.
    A shaft 42 arranged on the internal combustion engine is provided as part of a secondary drive 40 on the secondary drive interface which has been freed thereby. Arranged on the shaft are a 48V motor / generator 24 and an expansion machine 25, which will be described in more detail below in connection with the description of FIG.
    The view of Figure 2 shows the cold side 31 of the internal combustion engine 1, with the engine control unit 17, the charge air guide 9, a fuel module 16 and the secondary drive 40, on which an example, a motor / generator 24 and an expansion machine 25 are arranged. In the fuel module 16, various components for assisting the fuel supply, such as a fuel filter and pressure regulator, are integrated. On the cold side next to the expansion machine 25 further known per se components of a steam cycle are arranged, namely a feed pump 26, a distribution valve 27, a bypass valve 28 and a condenser 29, which are respectively secured to the crankcase 2.
    FIG. 3 shows a rear front view on the internal combustion engine for illustration of angular ranges at which the ancillary units are arranged. Laying down one
    Angle range is an angle α seen from a rear end side (transmission side) of the crankcase 2 in the direction of the internal combustion engine 1 and determined from an angle of 0 ° at the bottom of the crankcase in a clockwise direction upwards. The following optional angular ranges of the component arrangement are therefore described as looking at the internal combustion engine from the rear (transmission side). The angle is thus fixed in relation to a vertical plane 30 parallel to the crankshaft and containing it, so that the angle range from 0 ° to 360 ° spans a vertical circle 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.
    The secondary drive 40 (with the engine / generator 24 and expansion machine 25 attached as an example) is arranged on the lateral wall of the crankcase on the cold side 31 in an angular range of 110 ° to 160 °. The fuel pump 15 is arranged on the cold side 31 in an angular range of 60 ° to 120 °. The oil pump is arranged in the lower region of the crankcase in an angular range of -90 ° to 90 °. If cold and hot side interchanged, the motor / generator would be arranged in an angular range of 200 ° to 250 ° and the fuel pump in a range of 240 ° to 300 ° laterally on the crankcase.
    FIG. 4 shows a detailed view of a secondary 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 to which an air compressor is arranged in a combustion engine known from the prior art (see FIG. 1) is now used to arrange a shaft 42 which has two free shaft ends 42a, 42b are each designed for connection to a power-generating and / or power-receiving machine 24, 25. The rotation axis of the shaft 42 runs parallel to the crankshaft rotation axis 18.
    The free shaft ends 42a, 42b, for connection to a respective power-generating and / or power-receiving machine 24, 25, for example, a connecting flange, internal teeth, external teeth, a truncated cone, a splined shaft profile, a splined shaft profile or similar interfaces to the shaft-hub connection exhibit. In the example shown, the shaft 42 is embodied as an internally toothed shaft, so that the power-generating and / or power-receiving machines 24, 25 are in operative connection with the shaft 42 with external teeth 46.
    The power and / or decrease of the power of the shaft 42 via the rear wheel drive, wherein the operative connection to the crankshaft 18 via a lateral opening on the crankcase 2 takes place. Here, the shaft 42 is rotatably connected to a gear wheel 50 of the rear wheel drive, wherein the gear 50 is driven by the crankshaft of the internal combustion engine 1, starting via intermediate wheels of the rear wheel drive. The gear 50 is provided with fasteners 47, z. As screws, secured to the shaft 42.
    On the crankcase, there is an intermediate housing 41, which lies above the lateral opening and is fastened to the lateral wall of the crankcase 2 on the outside of the crankcase. The intermediate housing 41 is fixed in an angular range of 110 ° to 160 ° on the cold side of the internal combustion engine, as described above for the motor / generator 25. The intermediate housing 41 is fastened to the crankcase by means of fastening elements 43, for example screws.
    The shaft 42 is mounted in the intermediate housing 41 by means of radial and axial bearings. On opposite end faces 48 of the intermediate housing 41 mounting flanges 44, 45 for non-rotating attachment of the housing of the power and / or power machines 24, 25 are provided.
    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 may also be reversed, so that the expansion machine 25 would be arranged on the transmission-side shaft end 42b. The expansion engine 25 is part of a waste heat utilization system for converting waste heat of the internal combustion engine into usable energy by means of a steam cycle, which further comprises the feed pump 26, the distribution valve 27, the bypass valve 28 and the condenser 29, as described above.
    The expansion machine 25 and the motor / generator 24 are in operative connection with each other and with the crankshaft of the internal combustion engine 1 via the rear wheel drive.
    FIGS. 5A and 5B show detailed views of a secondary drive 60 according to a further embodiment of the invention. FIG. 5A shows a perspective detailed view of a lateral rear end region of the internal combustion engine. The peculiarity of this embodiment lies in the fact that the shaft 42 of the secondary drive 60 is mounted in a housing section of the rearward control housing 52a. For this purpose, the rear control housing 52a, which also surrounds the rear wheel drive, made higher in comparison to the control housing 52 shown in Figure 2, so that the shaft 42 can be arranged on an upper outer housing portion of the control housing 52a. The flywheel housing is designated by the reference numeral 56.
    FIG. 5B shows the secondary 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, designed as part of the control housing 52a. Thus, the supported shaft 42 and the gear 50 mounted thereon form part of the rear wheel drive. The intermediate housing 41 is similar to the intermediate housing in Figure 2 executed. In particular, components having the same reference numerals correspond to the components of FIG. 2 and will not be described separately. The gear 50 is secured by screws on the shaft 42.
    Although the invention has been described with reference to particular embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents may be substituted for without departing from the scope of the invention. In addition, many modifications can be made without leaving the associated area. Accordingly, the invention should not be limited to the disclosed embodiments, but should include all embodiments which fall within the scope of the appended claims. In particular, the invention also claims protection of the subject matter and the features of the subclaims independently of the claims referred to. *****
    REFERENCE SIGNS LIST 1 internal combustion engine, in particular internal combustion engine 2 crankcase 3 transmission side of the internal combustion engine 4 front end of the engine 5 top of the engine 6 belt drive 6a pulley 6b belt 7 fan 9 charge air guide 10 drive assembly 11 generator 12 water pump 13 refrigerant compressor 14 air compressor 15 high-pressure fuel pump 16 fuel service module 17 engine control unit 18 Center line of crankshaft 19 Oil pan 20 Drive assembly 21 Flange 22 Water pump (electrified) 24 Motor / generator 12V, 24V, 48V or high voltage (eg 400V) 25 Expander 26 Feed pump 27 Distributor valve 28 Bypass valve 29 Capacitor 30 Vertical level 31 Cold side of motor 32 Hot side of motor 40 Secondary drive 41 Intermediate housing 42 Internally toothed shaft 42a First end 42b Second end 43 Fastening element 44 Fastening flange 45 Fastening flange 46 Dovetailing for shaft-hub connection 47 Fastening element 48 End face 50 Zahnr ad 51 front control box 52 rear control box 52a rear control box 56 flywheel housing 60 side drive *****
    权利要求:
    Claims (15)
    [1]
    claims
    A secondary drive (40; 60) of an internal combustion engine (1), comprising a shaft (42) which is in operative connection with a crankshaft (18) of the internal combustion engine (1) and which has two shaft ends (42a, 42b) which respectively Connection with a arranged outside of the crankcase power generating and / or power-receiving machine (24, 25) are formed.
    [2]
    2. secondary drive (40) according to claim 1, characterized in that the secondary drive (40) has an intermediate housing (41) in which the shaft (42) is mounted, wherein the intermediate housing is fixed to the crankcase or is formed as part of the crankcase ,
    [3]
    3. secondary drive (40) according to claim 1, characterized in that the power take-off has an intermediate housing (41) in which the shaft (42) is mounted, wherein the intermediate housing to a control housing (52 a) in which in operative connection with the Internal combustion engine stationary wheel drive is arranged, is attached or formed as part of the control housing.
    [4]
    4. secondary drive (40) according to claim 1, characterized in that the shaft is mounted in a housing portion a) of the crankcase; or b) a control housing in which a rear wheel drive, which is in operative connection with the internal combustion engine, is mounted.
    [5]
    5. secondary drive (40) according to claim 2 or 3, characterized in that the shaft (42) by means of at least one radial and / or at least one thrust bearing in the intermediate housing (41) or the housing portion is mounted.
    [6]
    6. secondary drive (40) according to any one of claims 2, 3 or 4, characterized in that at opposite end faces (48) of the intermediate housing (41) or the housing portion each have a mounting interface (44, 45) for non-rotating attachment of a housing of the power and / or power-receiving machine (24, 25) is provided.
    [7]
    7. secondary drive (40) according to any one of the preceding claims, characterized in that a) that one (42 a) of the two shaft ends with an expansion machine (25) is connected; and / or b) that one (42b) of the two shaft ends is connected to an electric machine (24) which can be operated by a motor and a generator; and / or c) that both shaft ends (42a, 42b) are each connected to a regenerative and preferably motor-operated electric machine (24).
    [8]
    8. secondary engine (40) according to claim 6, characterized in that the expansion engine (25) is part of a waste heat recovery system for converting waste heat of the internal combustion engine or a engine dust removal system into usable energy.
    [9]
    9. secondary drive (40) according to any one of the preceding claims, characterized in that the shaft (42) on a cold side (31) of the internal combustion engine is arranged.
    [10]
    10. secondary drive (40) according to any one of the preceding claims, characterized in that seen from an end face of the internal combustion engine in the direction of the internal combustion engine and starting from an angle of 0 ° at the bottom of the crankcase in a clockwise upward, the shaft (42 ) is arranged in an angular range of 110 ° to 160 ° or from 200 ° to 250 °.
    [11]
    11. secondary drive (40) according to any one of the preceding claims, characterized in that an axis of rotation of the shaft (42) parallel to the crankshaft axis (18) of the internal combustion engine (1).
    [12]
    12. secondary drive (40) according to any one of the preceding claims, characterized in that the free shaft ends (42a, 42b) for connection to each of a power-generating and / or power-receiving machine (24, 25) each having one of the following connection elements: a connecting flange, an internal toothing, an external toothing, a truncated cone, a splined shaft profile, a toothed shaft profile or another shaft-hub connection.
    [13]
    13. secondary drive (40) according to any one of the preceding claims, characterized in that the shaft (42) rotatably connected to a gear (50), wherein the gear (50) of the crankshaft of the internal combustion engine (1) is driven via intermediate wheels.
    [14]
    14. secondary drive (40) according to any one of the preceding claims, characterized in that the shaft (42) via a gear drive with the crankshaft is in operative connection, a) wherein the gear drive is arranged on a transmission-side end portion of the internal combustion engine; and / or b) wherein the gear drive is in operative connection with at least one of the following devices: a power steering pump, a camshaft drive, a high-pressure fuel pump, another power take-off and / or an oil pump.
    [15]
    15. Motor vehicle, in particular commercial vehicle, with a secondary drive (40) according to one of the preceding claims. * * * * *
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    同族专利:
    公开号 | 公开日
    EP3225810B1|2021-11-03|
    US10507728B2|2019-12-17|
    AT518419B1|2017-10-15|
    EP3951147A1|2022-02-09|
    CN107218124A|2017-09-29|
    RU2736686C2|2020-11-19|
    BR102017005779A2|2017-12-12|
    EP3225810A1|2017-10-04|
    RU2017109233A|2018-09-21|
    CN107218124B|2021-03-26|
    RU2017109233A3|2020-07-08|
    US20170274767A1|2017-09-28|
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    法律状态:
    2022-01-15| PC| Change of the owner|Owner name: MAN TRUCK & BUS SE, DE Effective date: 20211123 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA152/2016A|AT518419B1|2016-03-22|2016-03-22|Secondary drive of an internal combustion engine|ATA152/2016A| AT518419B1|2016-03-22|2016-03-22|Secondary drive of an internal combustion engine|
    EP21198824.1A| EP3951147A1|2016-03-22|2017-02-23|Accessory drive of a combustion engine|
    EP17157663.0A| EP3225810B1|2016-03-22|2017-02-23|Accessory drive of a combustion engine|
    US15/463,565| US10507728B2|2016-03-22|2017-03-20|Auxiliary drive of a combustion machine|
    BR102017005779-8A| BR102017005779A2|2016-03-22|2017-03-21|AUXILIARY OPERATOR OF AN INTERNAL COMBUSTION ENGINE|
    RU2017109233A| RU2736686C2|2016-03-22|2017-03-21|Auxiliary transmission of internal combustion engine|
    CN201710172768.0A| CN107218124B|2016-03-22|2017-03-22|Auxiliary transmission device for internal combustion engine|
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