The invention relates to a drive system for motor vehicles, comprising in particular, an internal combustion engine (13) as the main drive in the drivetrain (10) of a motor vehicle, auxiliary systems (19) of the motor vehicle which are to be driven and an auxiliary drivetrain (11) which is coupled to the main drivetrain and comprising an electric unit which operates as a starter generator (20). In order to optimise the power ouput and the fuel consumption of a drive system of this type, the invention is characterised in that the auxiliary drivetrain (11) has its own auxiliary system drive (22) which can be coupled to the starter generator (20) and that the auxiliary system drive (22) and the starter generator (20) can be coupled both individually and jointly to the powered axle (17) of the motor vehicle, with or without the main drive (13), in order to propel said motor vehicle.

Drive system for motor vehicles

Die Erfindung betrifft ein Kraftfahrzeug mit mindestens zwei unabhangig voneinander verbrennungsmotorisch angetriebenen elektrischen Generatoren (G1, G2), die uber mindestens eine Leistungselektronik (L) mindestens einen Elektromotor (E1) mit Strom versorgen, wobei der Elektromotor mit mindestens einem Antriebsrad (R1) des Kraftfahrzeuges gekoppelt ist. Um bei Beibehaltung der kompakten Bauweise eine Leistungsoptimierung zu erreichen, ist ein mindestens zwei Zylinder aufweisender Motor (V) vorgesehen, der in mindestens zwei hinsichtlich der Betatigung von Ventilen unabhangige Teilmotoren (V1...V5) mit eigener Antriebswelle aufgeteilt ist und jede Antriebswelle mit einem eigenen Generator verbunden ist.

Kraftfahrzeug und verfahren zum betrieb dieses kraftfahrzeugs

An in-line type multi-cylinder, double overhead cam, internal combustion engine having a balancer shaft arrangement that is driven directly off the crankshaft at a point intermediate of the ends of the crankshaft. To permit a more compact engine assembly, the balancer shaft also functions as an accessory drive shaft for driving a number of accessories including the camshafts of the engine.

Engine balancer shaft drive

Crankshaft systems for split and multi-split environmental engines are disclosed which are comprised of partial crankshafts, split balance shafts, and selectively adapted self-synchronizing clutches, all which cooperate dynamically wtih each other such that the split and multi-split environmental engines have equal firing distances, a secured balancing of the free dynamical forces and free dynamical couples of the 1st order, and an acceptable balancing of the free dynamical forces and free dynamical couples of the 2d order, and smooth running of the partial engines operating singly and of the clutched-un complete engines. Said crankshaft systems having the objective, to reduce effectively the total amount of exhaust gases, and to reduce extensively CO 2 emissions and the fuel consumption.

Crankshaft-systems for split environmental engines and multi-split environmental engines

At least two engines (2,4) have individual crankshafts coupled together by a phase-orientating coupling (18). The input of a control (10) is connected to a load demand device (12), and its outputs control the engines so that with a low load demand only one engine unit runs, and both units run if the load demand exceeds a predetermined value.

Reciprocating internal combustion engine

A further reduction of the pollutant emissions is achieved in motor vehicles of all types if the spark ignition or diesel internal combustion engine driving them is divided into a primary internal combustion engine and a secondary internal combustion engine which have their own part crankshafts. The primary internal combustion engine is used conventionally for the drive and it also drives the vehicle auxiliary units by way of a new type of engine cross shaft, whilst the secondary internal combustion engine is automatically started and additionally switched on only for higher performance, but is automatically cut off and stopped again in overrun conditions. The secondary internal combustion engine is switched on and off by a new type of clutch between the part crankshafts, which is controlled by the accelerator pedal without the assistance of the driver and which also produces automatic synchronisation of the crank positions of the two part crankshafts. An additional switch on the dashboard permits additional switching on of the secondary internal combustion engine to be excluded, for example for travelling in motorway queues. The split engine reduces pollutant emissions many times, saves additional fuel and permits cost-effective special engine designs.

Sen Herbert Dipl Ing Kaniut

Papers

Split engine for motor vehicles with divided crankshaft and engine cross shaft for auxiliary unit drives